\
'f> / . ,'^>>f >
1: >:••":*
\ .'^^U'^'f '■*'*^^.^-^' '•^'.^H'-i^
REFERENCE
I
Carnegie
Library of
Pittsburgii
Main
rq TF1.R6
vol. 13/14
Railway master mechanic.
New York [etc. ]
Simmons-Boardman Pub. Co.
[etc.]
Old Vol. XIII.
New Vol. V,
From January to December, 1890, Inclusive.
Mo^eJ'owep,
With Which is Incorporated Jhe Railway purchasing Agent and Supply Jrade Journal.
F. N. Lewis, Manager Business Department.
W. D. Crosman, Manager Editorial Department.
Published by the Railway Purchasing Agent Company.
" THE ROOICER.'X', " CHIC-A.C3-0.
\h> ' :
i4-
IIsrXDEX: TO COISTTE^STTS.
aHSC'K;LLA.NEOUS.
• fltliiigs. sici-1. Stanley <i. Jtasg & C" .
nrak.-txarn r
Braki-lii-a -
'I45-161-17M!W--;
THE RAILWAY MASTER MECHANIC -Table of c nt^ntc;.
I i>iTorti VI
■s as sollt tors of
■h-^
► VIML NIC V lIO-S-%
1 I>l lORI Vt. IXl- MS
■Si
,^,V^a
[""['ETa
Ooupl rv car S b 1
oupler- cnr tl c \ v E irlu d (
C I kre 1 «k r m > 1 f fn \
Electric lucomotlves
EntCTlilnmi-,,,:.. ....",>..„.,■.-.
EIperim••nl^
Fair. Worlds
HeatiDi.;!-;,,;-.,,, ,.,,, in, -;n;- ■■::•:■■:;;::; ■;:•;:;:
H"n.-I .' "M ! ,. :,,,, i,,,l 9S.lclatlon»
l/» ,k points m
1 • 1 1 bo committee report
j^^i^omuiiv.-. rKav,.i"^~t torao?'"";".:::.:;::;;::.::::.'
Master Oir Palmers A«».wl»llnii
ro "Qanha tan
> , I a k I- KS ft
JOI ( re d >or ring C Pac Do Ky 30°
*» I- redoo rind In cnx»lon a Ky 301
Frcl dron » Si
Foo p ate an 1 draw m urranir ent, K &
Pre kT hand nit P nt. I nk II Ma h nc
bar* 9 an' ard"^ Y I "f ** w'^R
O g ma e ea H I I Mach
D Hy-^Figa 14
8504?.]
THE RAILWAY MASTE^ MECHANIC ^ b'eo'C
Heat Dg car Mo
Letter f on nr
L ad IT 1 )g^ !« li
mo e Works i
> ' WIee
Sft-m I Wheel
I Whe 8
ss e W (1
I 11 » t
! I Ilure s. 1
, HillTo
F (T l«l-l «
THE MASTER MECHANIC.
I'UDUSHZI) MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
The Rookery," Chicago.
Devoted to the interests of railway motive power, equipment
and macliinery. Communications on any topics suitable to these
columns are solicited.
Prior to January 1. 1886, this journal was known as The Rail-
way Purchasiuf; Agent. It will still in ita new and wider field be
adapted to the especial wants of all who purchane or influence
the purchase of railway supplies.
(The Official Railway List is also published by this company.
See annonncement on another page.)
Subscription price. *1 "00 a year. Adverttsing rates and details
conceminK circulation piven on application to the office by mail
^r in person. Address
E. M. LEWIS. Manager.
"The Rookery." Chicago.
New York Office; 45 Broadway, Room us.
INo. 1.
Vol. 5] CHICAGO. JANUARY,
We note that there is more favorable considera-
tiou in some quarters of the so-called "special"
oils for locomotive ami car use. It is claimed
that with the decrease iu price of ordinary black
oil there has been a corresponding letting clown in
quality which, with the more exacting demands,
especially in passenger service, has shown its
effects iu hot boxes and delayed trains. As a
consequence, managers have in some cases de-
cided to use oils of a greater body, even at a ma-
terially higher price, on the general principle that
"an ounce of prevention is worth a pound of
While the bill for lubricating cars and engines
is not one of the largest items of expense in rail-
way operation, it is one in which there can be
considerable saving made by exercising greater
care in using lubricating supplies. The necessity
of constant watchfulness over the most minute
details was forcibly brought to our attention re-
cently by noticing the headlights of engines haul-
ing the trains of a western road burning at full
height in the middle of the day. No excuse based
on the condition of the weaihei could account for
such neglect, and the inference could only be
drawn that there was carelessness and consequent
unnecessary expense in oil consumption, due to
either the engine men, the round-house men, or
both.
On the other hand there is perhaps sometimes
a tendency to give the oil record an undue prom-
inence. We have heard of one road where the
engineeis were rated largely by their standing in
oil used, while but little attention was paid to the
fuel record which, of course, involves much larger
amounts. Too close a pressure towards economy
on oils may lead, in these days of heavier engines
and faster trains, to such damage of journals,
rods, and brasses as would counterbalance any
probable saving. While it is well to be as saving
as possible with lubricating materials, we must
steer carefully away from any chance of damage
to the rolling stock.
At the last meeting of the New England Club
an interesting and instructive paper on railroad
signals and signaling was read by Mr. E. H.
Soule. We regret that we cannot give space to
the paper in full, for it dealt with practice in sig-
naling and interlocking from the time when the
latter first began to receive attention in this coun-
try. This was about 1874, and the first machine
used was a Saxby i Farmer on the Pennsylvania
Railroad. The author traced the history of inter-
locking from tha' date to the present, and men-
tioned the general rules governing the practice of
interlocking. The rapid progress towards sim-
plicity of design was noted, and examples given
showing the difference in the number of levers
required now and a few years ago for the same
work. For instance, the interlocking system at
the <irand Central Depot in New York City, as
rearranged in 1887 comprised 116 levers. In 18s9
it was again rearranged, and though eleven new
switches, twenty-nine switch-locks and twelve
new signals were introduced, only 87 levers were
needed. Block signals were also described at
some length, and the various systems, manual,
electric, hydraulic, and pneumatic, were discussed.
In closing the author said that but little more
economy and efficiency of operation could be ac-
complished in the manual system of block signals,
and that the outlook for further gain is probably
in the extended use of the pneumatic system.
The movement for the establishment of a sys-
tem of joint inspection at Chicago, inaugurated at
the Western Railway Club's December meeting,
should meet with hearty favor. Mr. Peck's paper
on this subject reveals very clearly the need of the
proposed reform. He shows how, under the pres-
ent system of individual inspection, expensive and
extremely inconvenient delays of cars are of daily
occurrence, and he also shows that the inspection
itself, under the present methods, is unduly ex-
pensive, costing almost as much per car as it does
to repair the car. The club received Mr. Peck's
suggestions with favor, and he was appointed a
committee of one to call a meeting of the hesuls of
the car departments of roads entering Chicago.
This meeting has been called for January 21 at 10
!i. m. — the Western Railway Club's meeting day
— and will be held in the club rooms. A commu-
nication given elsewhere explains the working of
joint inspection at Detroit, and this, with Mi.
Peck'spaper, makes out a strongcase for the new sys-
tem. It is believed that any existing difficidties in
the way of the adoption of similar methods of in-
spection at Chicago, due to location of the numer-
ous yards, etc., can be readily overcome when
given consideration by the coming meeting. It is
to be hoped that every official interested in inspec-
tion at Chicago will make it a point to attend the
meeting and aid in the solution of a problem which
affects alike the traffic, operating and mechanical
departments.
If we are to judge by the general expression of
opinion there is not much faith in the value of
"boiler compounds" in preventing the formation
of scale as formerly. A committee of the Master
Mechanics' Association long ago condemned their
use, but many a barrel of these compounds has
since been tried as experiments by master me-
chanics. It is doubtful whether these experiments
and the failures almost invariably resulting from
thtm were necessary to prove the correctness of
the position taken by the master mechanics' com-
mittee, but it seems certain that the experience
with the boiler compounds during recent years
has made most master mechanics, who are
troubled with very bad feed water, ready to try
some other method.
Perhaps the method of water purification which
is most inviting at present is that in which
the impurities are precipitated by heat after the
water leaves the tender and before it mingles with
the water in the boiler. Tho objections to this
method in the past have generally arisen from the
fact that the water was not heated sufficiently to
deposit all the impurities, and that the suitable
and adequate means for getting rid of the precipi-
tated impurities bad not been provided. But it
seems an easier matter to overcome such objections
than to obtain purification of the water by any
other meiins. The whole question is one of great
importance to many railway companies as a large
percentage of their expenses for repairs on loco-
motives can be traced to the effects of impure
boiler water.
expense to start one, as the machinery and outfit
for a physical and chemical laboratory capable of
pursuing all ordinary investigations, would not
exceed a cost of ,§5,000. These laboratories have
made their impression upon railway practice in
the past, more especially in the line of what is
now known as routine work in testing supplies
and improving specifications; work which was
special in its nature when knowledge necessai-y to
make good specifications had not been obtained
and classified.
In the future some of their most important work
will be in the line of special investigation, and as
competition becomes keener and the necessity of
economy increases, the value of this department
will be more generally appreciated and the wonder
will be how we ever got along without them.
ltriLI)IN(i 1)1 1M.>
Thk intelligent and efficient management of a ;
large railroad system requires so much special |
knowledge that it is sometimes a matter of wonder
that railroading should gr.jw to such enormous
proportions without the establishment of more
departments of special investigation. About fifteen
years ago the first department of physical tests in
connection with a railroad was estab ished, on the
Pennsylvania Railroad, and shortly afterward the
first railroad chemical laboratory was started on
the same road. Since that time the number of
railruad laboratories has increased slowly until at
present the total number in this countrj' is but
seven or eight. Where these have been managed
well they have proved of great value to the roads
owning them and indirectly to the other roads and
to the manufacturers. Kor is it a matter of great
By the courtesy of a large number of superin-
tendents of motive power and master mechanics
we are enabled to present to our readers herewith
a table [pages 4 and 5] giving the additions made to
the locomotive equipment of the railroads named
during the year just ended. While the returns by
no means comprise the entire number of engines
built throughout the country during that time,
still they give a clear indication of the recent con-
dition of the locomotive building trade. Several
roads, among them some important ones, have
not favored us with replies to our inquiries and
although owing to this we have official informa-
tion of only 826 engines built by the various con-
tract shops and 368 by the riiilioad companies
themselves, we have been able to obtain figures
from other sources which go to prove that the
total number of locomotives of all kinds built
in this country and Canada during 1889, not in-
cluding those exported, is about 2,100. Taking
the number of engines in service at the close of
1888 at 31), (WO, the percentage of new ones is
about 6. This is a small figure and serves to em-
phasize the statement frequently made during the
first part of the year, that the stagn.ation in this
particular line of business was greater than at any
time in the last few years. Lately, however, a
decided improvement has taken place, and judg-
ing by this and by the recent rise in the price of
steel rails, pig iron, etc., usually infallible signs,
we may fairly expect a considerable increase in
the output of the locomotive shops, (with the ex-
ception of those few that are almost always work-
ing up to their full capacity, no matter how good
or bad trade generally is,) during the current year.
As might naturally be expected the Altoona
works of the Pennsylvania have turned out a
larger number of engines (125) than those of any
other railroad company. Large as these shops are
they are inadequate to meet the demands made on
them at present, but the extensive and completely
equipped new buildings now fast nearing comple-
tion will, with the help of the older portion of the
works, be amply sufficient to satisfy all require-
ments. Meanwhile the company has been com-
pelled to contract for 25 class "R" consolidation
engines at the Baldwin shops, 15 of which were
to be finished by January 1st, and the remiynder
diu-ing the month.
We have not considered it advisable to include
in our list any rebuilt engines, for although "re-
building " is generally supposed to obviate the
necessity of purchasing new locomotives, yet the
term has such a wide range of meaning as to ren-
der it impossible to draw the line between mere
overhauling and actual reconstruction at all de-
finitely, hence the exclusion.
We are pleased to note the improvement that
has taken place in all directions with regard to
the ratio between cylinder power and adhesive
weight, few badly overcylindercd engines having
been built during the year. We attribute this de-
sirable state of affairs, in a great measure, to the
excellent report presented by the committee on
"Proportions of Locomotive Cylinders," at the
St. Paul meeting of the Master Jlechanics' Af so-
ciatiou in 1887. The seed sown then is now bear-
ing abundant fruit,
THE MASTER MECHANIC,
jANnABT, 1890.
The most noticeable fact wbicli our figures
bring out is the growing popularity of the 6-
coupled engine, chiefly of the lOwheeied type,
although the mogul has many ailhei>nts, for fast
and heavy passenger traffic. This is the more re-
markable as the tendency abroad, more especially
in England, is to revert to the two single driving
wheels for this kind of service.
Tlie compounding of locomotives has attracted
considerable attention during the year. This is
due in a great measure to three causes: first, the
importation by the Pennsylvania Railroad Com-
pany of a Webb three cylinder compound, built by
Messrs. Beyer, Peacock & Company, of Manches-
ter, Englaud; secondly, the Eiu'opean trip of the
American engineers during the past summer,
which enabled many of our rajlroad men to inves-
tigate personally the details of the various sys-
tems, and to satisfy themselves concerning their
merits and drawbacks, to an extent impossible by
any other means: and, thirdly, the prominence
given the subject by the technical press. The two
or three papers on compounding read before the
railroad clubs have elicited discussion which prove
by the inteUigence and earnestness displayed that
our more progressive master mechanics are look-
ing for better thiogs, and are not only willing but
anxious to give the compound system a searching
trial.
The Pennsylvania Railroad has not as yet made
public the results of the tests of the Webb engine,
but we believe th-it the design will not be adhered
to in the compound now under consideration at
Altoona.
The Baltimore & Ohio has already put in ser-
vice a four cylinder compound designed, built,
and patented Isy the Baldwin Works, as was noted
in our last number.
The Michigan Central has bought a compound
from the Schenectady works. This engine, which
left the shops about the middle of December, is an
exact reproduction, with the exception of those
changes absolutely required for compounding, of
the regular type of Michigan Central teu-
wheel passenger engine, which the works
named have recently been building. The
Worsdell-VonBorries system has been used, modi-
fied with respect to the stariinL' gear by Mr. A. J.
Pitkin, of the Schenectady works, who has been
granted letters patents for his imju'ovements.
A complete description and an illustration of this
engine appears on another page. There are no extra
handles to be attended to on this locomotive, over
and above those used on engines of tbe ordinary
kind, the valve controlling the admission of steam to
the 29 in. or low pressure cylinder being auto-
matic in its operation, and all the engineer has to
do in starting is to pull open the throttle, and
then to hook the valve gear back as the engine
gets into sjieed in the usual way. This is a very
valuable feature, and altigether we consider this
engine to contain the elements of success.
The addition to those we have mentioned, we
understand that Mr. Geo. B. Strong, of New York,
is working on the designs of a four cylinder com-
pound, wliich he expects to have ready in the early
spring. The Mexican Central are building a
compound, and several others are at work upon
designs, generally of the two cylinder type.
There are, of course, besides, whole troops of
inventors at work on the subject, probably see-
ing in compounding a new field for the exercise
of their talents, now that the car coupler
question has been so thoroughly attended
to. Whether the apphcation of the prin-
ciples of compounding to locomotives will
be widely made in this country remains to be
seen, but we feel confident that there is a great
future awaiting it, particularly on the Pacific slope
and those other districts remote from the coal fields,
where the price of coal reaches an almost fabu-
lous figure.
. With regard to external appearance of the loco-
motives of the year there has been further im-
provement in neatness and simplicity. Severely
plain dome casings, sand boxes and smoke stacks,
with cabs in keeping therewith, have become the
rule rather than the exception, and what our En-
glish friends have been pleased in the past to call
I tbe "ginger bread" finish of our engines ha
conspicuous by its absence. We assert ■«
as been
without
fear of contradiction that the appearance of the
I representative American built engine of to-day,
! with its somber painting and freedom from crude
and barbaric decoration, is less obtrusive and in
better taste than that of any other country.
As to the materials of construction there has
been but little change. Steel easily maintains its
place as the chief constituent of boilers, but, as
we pointed out last month, there is a decided ob-
jection to its use for stay bolts. We note an iu-
! crease in the use of babbitt metal for lining the
; journal bearings of driving and truck boxes. This
IS due to the steady increase of the static load per
wheel, rising as high as 22,000 in some cases,
rendering some soft metal lining necessary to pre-
vent heating.
The Laird guides are finding favor for all
classes of engines on account of their simplicity
and efficiency. The four bar style so long a fav-
orite is not being used so much as formerly, and
we are glad to see that on engines where this type
of guide is still retained, the old fashioned cast
iron cross head with the wrist pin in one piece
with the body, is giving place to one having a
separate iron or steel pin. Excellent as cast iron
is in its place, its employment for such an im-
portant connection as a wrist pin is not good
practice. We have seen 19 m. cylinder engines
with oast pins only 2| in. in diameter; it does not
require any very complicated calculation to prove
the mechanical iniquity of this. The two bar or
alligator guide is still much used, and answers
well on engines having large drivers, but for con-
solidation and other small wheeled engines, the
lower bar is too near the dust and dirt of the road-
way for entire satisfaction. The admirable Dean
enclosed guide is advancing in favor.
The use of solid ended bushed side rods is nat
urally increasing; some roads have gone a step
beyond and make the front end of the main rod
in the same way, while the Chicago, Burlington &
Quiucy has gone further yet in adopting a main
rod having both ends solid.
The comparatively large number of Belpaire
fire-boxes constructed will be noticed. This sys-
stem is undoubtedly the most rational method of
making a flat sided stayed fire-box that has yet
been tried, and we expect to see an increasing
number built year by year. An objection raised
to it is the large amount of space it fills up in the
cab. This is not a serious evil and can be miti-
gated by striking a large radius at the top sides
of the shell. On the Dutch roads, where this fire-
box originated, this radius is considerably larger
than we make it. The Norfolk & Western on
their new 19x24 in. cylinder 10 wheelers, besides
the Belpaire box, are using what we believe is
another invention of Mr. Belpaire's, namely, a
large screw in conjunction with the reversing
lever for the adjustment of the point of cut.off.
Among the many well designed engines built
during the j-ear, perhaps the most noticeable is
the suburban passenger locomotive of the Chicago,
Burhngton & Quincy, which has already been
mentioned in the Railway Master Mechanic. It
will be rememVered that it has six coupled driving
wheels and a pony truck under the coal bunk at
the rear end. Tlie design of this engine is char-
acterized by that boldness and freedom from the
dictates of tradition that we have become accus-
tomed to look for in the locomotives of this com-
pany. We have one serious fault to find with it,
however. We consider the interior of the cab is
too much crowded for convenience of operating,
especially that part which falls to the lot of the
fireman. The following table gives the leading
particulars of this engine, together with those of
engines which may fairly be compared with it.
The great adhesive weight of the "Q" engine, con-
sidered with reference to the mean tractive force,
ensures a prompt getting away from stations.
In concluding this brief and necessarily some-
what hurried summary of the work done during
the past twelve months, we beg to tender our
thanks to those gentlemen who have so kindly en-
abled us to make our figures reliable.
■japjo
'1 i if i
1
1
•jspao ani
-VOM a! sjOAiaa
no ;qa.aAi
41 1 i
1
1
iaaq.« I'moi
laailAV aniAUQ
i i i 1
i
1
i
\3 i i s
= S S s
\i =i ~ i
iiHl
i
.£
S
1
i
i
■saaAiJa
JO aajaoiBia
1
•saopnn.CO
JO 8Z!S
is IS Si i
i
1
1
1
1
1
iiiilifiKi
\immm
1
i
1
!
1
M ^ 1
p II II 1
1 a J s
i'
d
In addition to the above reports, six firms of loco-
motive builders have favored us with the record of
the output of their shops during the year, as fol-
lows: The Schenectady Locomotive Works built
220 locomotives during the year, as follows:
Eight wheelers — 3 with 16x24 in. cylinders, 8 with
17x21 in. cyhnders, 30 with 18x24 in. cylinders,
25 with 18x26 in. cylinders, 2 with 19x24 in. cyl-
inders, making a total of 68 ei^ht wheelers; ten
wheelers— 7, 18x24 in., 14, 19x24 in.. 8, 19x26 in.,
making a total of 29 ten wheelers; twelve wheelers
— 1, 20x26 in.; moguls— 5, 17x24 in., 23, 18x24
in., 10. 19x24 in., 20, 19x26 in., making a total of
58 moguls; consolidations — 'Zl, 20x21 in.; six
wheel switchers— 14, 17x24 in., 20, 18x24 in., 2,
19x24 in., making a total of 36 six wheel switch-
ers; four wheel switchers — 1 (narrow gauge) 9x14
in., 1,16x24 in., total, 2; Forneys- 2, 17x24 in.
In addition to the foregoing these works built 1
inspection locomotive with 9x16 in. cylinders, 1
Strong locomotive with 18x24 in. cylinders and 1
compound with 20 in. and 29x24 in. cylinders.
This latter engine is described and illustrated in
this issue.
The Cooke Locomotive & Machine Co. report 54
engines built, of which 1 was a mogul with 18x24
in. cylinders, 20 were ten wheelers, 10 having ]8x
24 in. cvlinders and an equal number having 19x
24 in. cylinders, 29 were consolidation engines
with Wootteu fire-boxes and 20x24 in. cylinders,
3 were six wheeled switchers having 16x24 in. cyl-
inders and 1 was a four coupled switch engine hav-
iug pony trucks back and front and 15x22 in. cyl-
inders. Besides these locomotives this company
built 5 Rotary snow shovels in the early part of
tbe year. It is safe to say that had it not been
for the removal of this concern into its new works,
a lengthy and tedious operation, its output would
have beeu largely in excess of what it actually
was.
The Taunton Locomotive Works have built 8
engines, of which 2 were Mason "bogies" having
14x20 in. cylindeis, 3 were of the American type
with 18x24 in. cyhnders and 3 were six wheeled
switchers with 17x24 in. cylinders.
The Baldwin Locomotive Works built 836 loco-
motives during the year, 2 of which had one pair
of drivers, 296 two pairs, 35H three pairs and 180
four pairs.
The Lima Machine Works have constructed 46
Shay patent logging locomotives.
The Mount Savage Locomotive AVorks have
turned out 2 consolidation fn^^incs having 20x24
in, cylinders,
Januabt,
THE MASTER MECHANIC.
We may add that during the year the Hinckley
Locomotive Works have gone completely out of
existence, and the Grant works, of Patersou, liave
been practically closed up.
MOKALITY OF RAILWAY OFFICEISS.
One of our most widely known and respected
contemporaries has recently delivered a lay-sermon
in which he makes many wise and true remarks
upon the subject of the business and official mor-
ality of railway officers. It is a good sermon and
a timely one, and the Railway Master Mkchanic
not only appreciates the courage and good sense
which inspired and planned it, but will now and
hereafter take up the burden and proclaim in its own
style and manner, that a good conscience, a keen
sense of honor, an unsullied business character
and a high and sensitive self-respect are worth
more than money, or all that money can buy, in the
field of railway service as well as elsewliere. He
who sells for money his right to feel an honest re-
spect for the face which confronts him in the
mirror when he makes his toilet makes a mighty
poor trade. There is no service more honorable
than the railway service, and we believe that no
sei-vice contains a larger proportion of honorable
men, but there are temptations to dishonesty
everj'where, and frequent words of counsel and of
warning are not amiss. We have had on hand for
some time the materials for an article, the title of
which, "How much is there in It for Me — A Story
of Grease," indicates its general nature. Indeed
it may grow into a collection of stories before pub-
lication is finished.
During these recent Christmas days gifts have
been flying hither and thither like passing docks
of birds, and some of the railway supply dealers
have been Santa Clausing all over the country. It
takes a pretty stem moralist to condemn tlie send-
ing of a box of good cigars to the master mechanic
or the purchasing agent with whom one has
pleasant and frequent business relations. And if
the recipient does not consider too curiously why
they were sent or whether the gift will be repeated
next vear if he happens to be out of a job, he can
enjoy their flavor to the full. But if they happen
to be bad cigars the iniquity of the transaction is
unquestionable. And that they are, sometimes,
bad is, alas, too true! One, three or fourdays be-
fore tlie blessed Christmas of la89 a box
of Christmas cigais came into the office
of a master mechanic out in Ohio, on whom
we were calling at the time. Tlie present was
marked with the name of a certain oil company.
The box was of pasteboard made in -far away imi-
tation of red cedar. Our frimd made an excuse
that he was not smoking at all just then and in-
sisted that we should try the cigars. (It is only
fair to liim to say that in all other respects he
treated us most hospitably.) They were wholly
and superlativtly bad. Of the evil character of
that transaction there can be no doubt. No super-
intendent of motive power, master mechanic or
purchasing agent will sell his conscience for a
hundred cigars of that brand!
To speak seriously — the Railway Msster Me-
chanic does not set up as a spiritual guide and di-
rector of its readers. Rut when a man takes ser-
vice with a railroad company he is bound by the
simple law of honor to give to its service the best
that is in him. He takes payment for devoting
himself to its interests. More than all he owes it
to himself -to his own manhood — to do the very
best that he can in the position which he has ac-
cepted. When this is said all is said. uch a
man is incapable of being bribed. He knows
neither fear nor favor in the discharge of his duties.
His hands are clean and there are uo whisperers
at his ear. He has no fear that his superiors or
inferiors wiU lind ont something that he has done
and wants kept in the dark. Much more — he is
not afraid that his sons will leai-n he does business
on principles ■which he does not want them to
adopt.
Those who are well informed on this subject
know that money which comes by dark ways to a
man's pocket does not, in the majority of" cases,
stay there. "Easy come, easy go," is the way of it.
Poker, races and careless speculation prevent any
lasting accumulation. And not infrequently the
end comes with a crash, and, with a fly blown
reputation, the man is left without employment
and without friends. The first to forsake him will
be those who tempted him to forget his duty and
self respect. They cultivated his friendship for
what they could make out of him, and when he is
no longer in power they have no use for him.
Of course a considerable percentage of those
who are "on the make" seem to succeed by it. If
more of them saved money and lived well to the
end there would be fewer of these sinners.
Whether they are really successful or not must be
decided according to one's view of what success
really is. But there will be always in the railway
service a great number of true meu.
The tendency of the present time in freight car
constniction is, it is well known, towards greater
size and carrying capacity, cars to carry 60,000
lbs. being in growing use on a number of roads.
Added to this there is au increase in specially
large cars for lumber and furniture, though the
nominal carrying capacity may not have increased
very much as far as weight goes.
It is questionable to us how far this increase,
both in size and tonnage capacity, should be car-
ried. We are getting a structure that is more ex-
pensive to build and that will require a much
larger outlay per car mile for repairs than the
freight car of the past.
Another fact which should be remembered is
that the average load carried per loaded car does
not increase in proportion to the nominal load un-
less there is an increase in bulk capacity as well
as weight capacity. It is safe to say that on the
average western road the increase in nominal
earacity from 10 to 20 tons to the car has only re-
sulted in an actual increase in load carried to
about one-third of that amount. This is due to
the fact that with so many articles of freight the
bulk rather than the weight determines the load.
This is true, for instance, of live stock and mer-
chandise, the laUer not averaging over nine tons
as the load of a 30 to 32 foot car. This fact, to-
gether with the complications incident to heavier
and more expensive rolling stock, and with the
doubtful policy of handling freight trains of be-
yond a certain weight, should cause us to consider
the whole situation before increasing too large a
proportion of our freight car roUing stock beyond
the capacity of -10,000 lbs.
AS'
U be seen by the announcemeut of the M. C.
committee, given elsewhere in this
issue, the next convention of the car builders
will be held at Old Point Comfort, Va., Instead of at
Charleston, S. C. We think that the change will
be welcomed, although there will be disappointment
in many quarters that Lookout Mountain was not
selected. The committee has given the matter
thorough consideration, and its choice is doubtless
the wisest that could have been made under the
circumstances. It is to be hoped that arrangements
can be made to hold the master mechanics' conven-
tion at Old Point Comfort also.
We received the report of comparative tests made
between the Strong locomotive, A. G. Darwin, and
standard hard and soft coal burning engines of the
New York, Lake Erie & Western road, too late for
notice in the December R.\IL\VAY M.^STER Me-
chanic. A somewhat careful examination of the
report shows that it is to be classed with prospect-
useslssued by commercial or manufacturing estab-
lishments rather than with records of careful, accur-
ate and unbiased tests. We have had no little faith
in the Strong locomotive and hope that the company
which controls it will soon be able to carry through
a series of comparative tests which will bear investi-
gation and bring out the actual characteristics of
the engine without either fear or favor.
No ENGIME house on the North American contin-
ent or, for that matter, in Europe either, has a n
splendid roof than that at Hamilton, beneath which
the locomotives of the Cincinnati, Hamilton & Day-
ton Railroad rest themselves and are rubbed down
when their daily runs are over. The roundhouse
itself is magnificent in size, for the sun rises and sets
inside its walls. Its ventilation is perfect, for all
winds blow into and through it. But the roof is the
grandest thing about it. It is a " majo^tioal roof,
fretted with golden fire." At noon the sun hangs in
the high arch of it^dome and at night it is lighted
by constellations and by troops of fixed and wander-
ing stars. And the doors of that house are the gates
of morning and of evening.
In such a stable a breed of lough and hardy iron
horses should be developed. It does not really mat-
ter to those locomotives whether they are in the
house or on the road, so far as the weather is con-
cerned. If it rains when they are in the "roundhouse"
they stand and take it, if it snows they shiver under
it, if the blizzard howls down upon them they can
only turn their haunches to it and let the snow
wreaths sift and whirl around them. A locomotive
which has "all out doors" for its stall must be proof
against all vicissitudes of weather.
We do not publish a cut of this roundhouse because
we have no landscape artist — and because we are not
sure that it is an improvement on the old style. The
sight of those hard worked engines standing in a
drizzle of rain is not a cheerful one. We all know
that General Superintendent Neilson, Superintendent
of Motive Power Cory, and their associates in imme-
diate charge of the operation and equipment of the
road are among the very best railway men in this
country. They are not responsible for these un-
sheltered engines — this roundhouse built of horizou
walls and arching sky. If those who control the
finances of great and prosperous roads would listen
to the recommendations of those who fully compre-
hend the science of practical and economical rail-
roading such roads would not only have good round-
houses in which engines could be well taken care of,
but would also have motive power enough to do their
business without breaking the hearts of general
superintendent and master mechanic.
The pointed refererce made by President Harri-
son, in his message, to the use of improved safety
appliances on freight trains has brought the ques-
tion of legislation prominently to the front. That
congress would one day be called upon to pass mea.s-
ures compelling the use of automatic couplers and
brakes on freight trains has long been conceded, and
there have been brought forward no good arguments
to prove the undesirability of such legislation— in-
deed, there has apparently been no spirit of opposi-
tion to such legislation among leading railway men.
The mechanical officers of our railways have, after
most thorough study, experiment and discussion,
agreed upon a type of automatic couplers and a tyi)e
of automatic brakes— both possessing in theory and
in practice nearly all the characteristics that could
be wished for in such appliances — and thus the
way has been paved for legislation enforcing
the use of appliances of this nature. It is
a fortunate circumstance that, with both brakes and
couplers, legislation can specify a type without con-
ferring a monopoly of manufacture and sale, for
within the lines of these types the field is quite
broad and is already occupied by numbers of com-
peting patents. It is conceded that objections as to
the practicability of automatic brakes and couplers,
and as to the question of monopoly, are groundless;
but there remains the question of the burden which
will be thrown upon the railways by forcing them to
purchase and ajjply the automatic devices. This is
a question which must be carefully treated by fram-
ers of the expected laws; but the limit of time
which will be given in which to equip cars can be so
determined eis to make this objection more apparent
than real. There is little doubt but that legislation
enforcing the use of these safety appliances upon
freight trains will be presented to congress this
winter, and there is a probability that it will be
passed. The main point is now to secure a careful
framing of these new laws with a view to the pro-
tection of natural rights and privileges.
THE MASTER MECHANIC.
DETAILS OF LOCOMOTIVl
CONSTBUCnON DUBIHO 1889.
N-AME OF KOAD.
II
Type.
Sennce.
1
{
■s
1
1
T.>T>e.
Service.
£
t
1
pi
I!
1
Remark..
0 ■'
2
2
i
12 ]
:<
0
20 j
29
3
21
2
6
0
! "!■
2
' 1
1
12 \
' i
^ I
8 ]
13 J
5 \\
i i'
" -I'
3
25
1 f^wheel
E»^-..
13x18
]te20
0
0
0
0
I
1
0
30 >
19
•1
0
0
0
3
0
0
33
413
17
11
732
*J
786
193
163
31
331
430
41
61
24
28
182
187
27
368
XSS
180
"5
16
80
19
97
13
2o
114
i
83
470
10
407
25-0
111
41
i
67
32-2
II
1-7
6-6
.50;0
160
4-5
10-4
21
6-4
14-6
30-8
71
•3-3
38-6
8-7
35-9
1-8
Narrow gauge
A-hland Coal t Iron Co.
Mogul
Freight
19x24
Allegheny Valley
i consol. Freight
2 6-wheel Switch
iiwheel F^fght
ti-wheel Switch
e-wheel Switch
"Bogie" !Pas.s.
liZ l^r^ght
OlO-whecl IFrelght
lir'"" IS?"'
30x24
B
M
•Si
16x22
ii
Si
.. .
BuffaiJcJ^r^.;::.:::;:;:;::;::::
Walschacrt valve gear
Boston i Maine
4-wheel
10 6-wheel
HMogul
^t^heel
1 8 wheel
Switch
P:^.'
Pass.
Freight ■
SwilSh
ISh
15x22
16.V24
18X24
19X24
17X22
1 1,1. - i ■ -v St. Paul
rhi;'!':;..', K .i,.,,,u/~..vsairinaW:":::
Oiicago. Rock iBlaDd i Paoiflc
Chicago i West Michigan
im.-
iSeel
Mogul
fo-'^vheel
1 6-whecl
Pai^.'
Freight
Switch
Chicago, Burlington & Quiiicy.
MoguLs and suburban have Belpaire flre-
BurUngton & Missouri Kiver in
10 Am.
10 mogul
IS:
S
i!r^'
K
1 18X34
17X24
4 have Belpaire fire-boxes.
10 have Belpaire flre-boxes.
M consol.
910-wheel
2 6-wheel
2 Forney
f'l
Freight
iiiun
Freight
3 pass.
8 switch
■li^S
III
18x24
M.X26
16x24
Cleveland. Akron & Columbus
1
I 10 freight
Mogul IFrelght
10-wheel j Freight
1 Am. Pa.s.s.
1 mogul Switch
i»Jel
4 10-wheel
is;:
18x34
I9S4
CaroUna Central
1 4-wheel
Switch
iSht
Am.
consol
Freight
Freight
16X24
20x34
3 10-wheel
.^.wheel
• 19X34- ■
IS
lTx24
'?x?^
•!i
On.. New Orleans & Texas PaciBc. . .
Freight
Freight
Covinfelnni: Macon
?k"r l-alL^"'
IS-wheel [Inspection
!Am. iPass.
!(Oiis..l. FniKl.l
0
S
0
26 i
S
0
Dululh A: Iron Biinge
Delaware i- Hudson Canal a.
The inspection engine has a pony truck
in front, a pair of drivers 54 in. diame-
ter, and a 4-wheeled truck behind.
3 passenger engines have Wootten fire-box.
Dilaware, Lack. & Western.
mogul
Freight
19X34
East Tenn.. Virginia 4 Georgia
Kail Brook CnalCo
Florida Uy. i Navlpition Co
11-7
5'4
20-0
68-7
8-7
86-8
30
11-3
8-4
6-6
11-5
15-6
320
11-4
166-6
9;7
5-8
19-7
30
4.7
8-8 :
6mo^f
■Switch'
TTscd for incline transfer and switching.
6 6-whecl
20 mogul
Switch
Freight
18X22
'^^■heel
1 6-wheel
Freight
Switch
"iVrii-
Si
!^-^hcel
Pass.
Switch
18x24
Built at Aurora shops of C, B. & Q.
Hartford & Connecticut Western. . . .
lAm.
??Sf.h,
ii
Hancock & Calumet..
ir"" iil^lnd
1
^«
l'6'j^
17x24
ISxJl
ill
20x24
Houston & Texas Central
IJi^heel
Am.
Pass.
Switch
Pass.
17x24
16x24
17x24
Iowa Central
.laeksonvllle Southeastern
Jacksonville. Tampa 4 Key West. . . .
Iftwheel
Am.
o'VtSS[.i
3^e._wl,eel
0
0
These engines burn wood.
Kan. nty. Memphis Ic Birmingham
Kansas City. Ft. Scott & Memphis...
Bntire system.
KentuckyCn
...*
•
0
I 6
Lehigh i: HudB<m Kirer
tVootten Are boxes.
(JIne passenger and 17 freight.
Lehigh Valley ::;:.,;.::::
lx)uisvllle. New Orleans 4 TexiLS....
Am.
Freight
1HX34
Oalix04
lU-tthc.l |I'aa,.
Lake Shore* Michigan Southern...
Jllchlgaa Centml
wheel
wJtol,
18x24
Che 10 passengers have shallow 9re-boxea,
THE MASTER MECHANIC.
DEIAILS OF LOCOMOTIVE CONSTRUCTION DUBINO iaS9— {Continued).
NameokHoai..
11
Trpe.
Service.
j
i
1
nil
2!
Type.
1
1
P
Honmrks.
MUwauki-c. Luke Shore & Wi;steru.
' 1
10 -|
mogul
M mngul
Mailmbog.
Am.
« lo'^hcel
Proighl
Si:'
2 Freight
Freight
0
0
92
91
122
lie
88
11
40
76
209
180
160
411
70
Z665
6-4
361
200
7.5
9-3
4-7
I.I
5-6
16-8
.
MixicuQ Ciiitral
Tliose engin.^s liuve 100,000 lbs. on li drivers
MalneCentral
0
0
0
0
0
0
0
0
116
91
8
10
3
\
Am.
Swiloh
10x34
Mobile & Ohio
Am.
Pa«s.
16x34
New York. Phila. & Norfolk
3 ■]
10
10 -|
a-, ;
98 -
.\m.
mogul
.1 inogul
4 CI in sill
Freight
Freight
3 V-rcitrbt
18x2t
•lo^^
ii
19x34
II
18x24
New York, On'ario & Western
One engine has Wootten iire-box.
f"JJJ^ «">*<>"<i^<tous have Wootten lire-
EDtli-e system.
consol
Freight
20x24
All have Belpaire flro-boxes
Northern Pacinc
The IO-wlieelei> are now being delivered.
Am.
Pass.
18x34
1 1
3 Am.
2 6-wheel
9 mogul
6 10-wheel
compound
KiighV'
Switch
Pass.
18x24
19x34
oi-emin Railway & Navigation Co...
aa_
IK^IOW
Pennsylvania...*.
jf^lH
1 compo'd from Messrs. Beyer. Peacock &
Sl5?^ai-!&o^af^fi"SS4,"'^'""""'^"-
Pcimsyivanitt Co.—
'
^^^
Pass!
20 consol.
Il^^heel
stons*!
13 e^heel
Switch
■■■■20X24'
18X24
260
460
66
11
789
2II
\^
32
49
9-6
11-9
7;T
9-4
40
■■;{::; ::^;:::,.,,,:i,:,;,f3^
1
0
p
J
8 )
f9-Son.o..
Mogul
Freight
19^^
18x24
Pittsburgh. Shenango & Lake Erie.
Enti e Bjstem.
ISStSS-rAV^rp'Srrysie.i-.: : ; ;
il"^lrK,Si;;;IJS';;i;il;itoi..:::
TerreH;iut.-\Imli,inai«.lis
Am.
Am.
Piss.'
Pass.
■l7x24"'
15x22
W#heel
lO-wheel
Mogul
Mogul
^t^hee.
4-wheel
Freight
ffii^S't
Freight ]
Freight
Switch
^S
18x24
1TX24
ii
18x24
20x34
4. wheel
Switch
■iex24-
• 1
368
4 a.wheei
1 10-wheel
Switch
^m
110
18
31
4-5
3.
Weighs82.000 lbs. Heaviestengincof type
built by Ihildwin Works 10 dale.
West Vhxinla Central & Pittsburgh.
NOTES OF THE MONTH.
In the shops of the Manhattan Elevated Railway,
New York City, work is produced at a minimum
co«t by a judicious use of jigs, templates, special ap-
pliances, etc. In turning bolls they use two sets of
gauge?, one set of standard finished sizes and the
other set of slightly larger dimensions. The latter
is used for all work which must afterwards be hard-
ened and ground, and the former is used for all
work not hardened and for grinding hardened work
to finished sizes. Connecting and parallel rods are
milled on bo'h heads and bodies instead of planed,
the only planing being the finishing cut on the end
of the main rod after the parts have been fitted to-
gether for the reception of the box. Guides are
forged out of scrap iron and are finished by milling.
They are casehardened and afterwards ground.
The standard crosshead on this road used to be built
up from a number of pieces nearly all of which were
wrought iron or steel. Their standard is now of
cast steel, which is much cheaper and reduces the
number of parts. They are using cast steel and
pressed steel to quite an extent in the place of cast
and malleable iron. The boiler fronts are now made
of pressed steel and their appearance is very neat.
An engine has just been equipped with the Woolf
valve gear, a design which only needs two eccentrics
per locomotive and in which the link is supplanted
by a block sliding in a movable guide. The road
has had no experience with this gear, but several
roads in the northwest have engines equipped with
it and good results are obtained.
In his message to congress President Harrison
asks it to require uniformity in the construction of
cars and the use of improved safety appliances on
trains. His reference to this matter is worded as
follows:
The attention of the interstate commerce commission has
been called to the urpent need of congressional legislation
for the better protection of the lives and limbs of those en.
gaged in operating the great interstate freight lines of the
country, and especially of the .yardmen and brakemen. A
petition, signed by nearly ten thousand railwa.v brakemen,
was presented to the coinmission, asking that steps might
be taken to bring about the use of automatic brakes and
couplers on freight cars. At a meeting of state railroad
commissioners and their accredited representatives, held
at Washington in March last, upon the invitation of the
interstate commerce commission, a resolution was unani-
mously adopted urging the commission "to consider what
can be done to prevent the loss of life and limb in coupling
and uncoupling freight cars and in handling the brakes of
such cars." During the year ending June M, 1S8S, over
2.000 railroad employes were killed in the senMce, and more
than 20,000 were injured. It is competent, 1 think, for con-
gress to require uniformity in construction of cars used in
' ' - - - ^ ■• - use of improved safety appli-
e will be necessary to make
earnest and intelligent begin-
It is a reproach to our civi-
lass of American workmen should in the
pursuit of a necessary and useful vocation be subjected to
ir^
iril of life and limb as great as that of a soldier i
One of the M. C. B. committees— that on mcta]
for brake shoes — has commenced its work of gather-
ing material for a report to the .June convention, in
a manner that reflects great credit upon its members.
A meeting of the committee was held in the Western
Railway Club rooms in Chicago, December 18. There
were present the full committee— (!. W. Rhodes, E.
B. Wall and B. K. Verbryck— and also the following
gentlemen, who came in response to the invitation
of the committee; Wm. Forsyth, .loel West and F.
W. Sargent, of the Chicago, Burlington & Quincy;
E. C. Case, St. Louis & Hannibal Railway, H. H.
Westinghouse, Westinghouse Air Brake Company;
W. D. Sargent and Geo. M. Sargent, Congdon Brake
Shoe company; H. A. Little, Lappin Brake-Shoe
company; C. W. Roapper, Solid Steel company; C.
D. W. Gibson, Ramapo Wheel & Foundry company.
The subject of best method of testing brake shoes
was very fully discussed, and the following plan of
preliminary action was agreed to:
1. Two forms of tests will be made. One to be known as
shop tests, and the other as road tests.
" " " ■ ary shop tests will be delegated to the follow-
Prelin
ing committees, the tests to be carried (
roads named :
Q. C. Schr«yer. E. B. Thomson, W. H. Marshall, H.
Little, on the Chicago & Northwestern Railroad.
b. Mr. Driggs, N. J. Paradise, " " "
nibal Railroad.
; respectiv
the St. Louis & Han-
THE MASTER MECHANIC
Janoaby, 1890.
NEW COMPOUND LOCOMOTIVE.-MICHIGAN CENTRAL RAILWAY.
0. F. W. Sargent, Joel West, D. L. Barnes, W. D. Sar-
gent, on the Chicago, Burlington & Quinci" Railroad.
These committees will submit the result of their investi-
gations to an adjourned meeting, to be held in the month
of April, 1S90. From the various methods presented the
M. C. B. committee will select one or more with such modi-
fications as the may think best, which will be used for the
oflicial tests.
3. The following data should be observed and recorded
by the committees:
a. A careful measurement of friction under similar con-
ditions, namely, pressure, speed, area and temperature.
b. The pressure to be UJO lbs. per square inch.
c. The speed to approximate to service on downgrades,
namely. 20 miles per hour.
d. The surface of the metal tested to he 1x4 inches.
e. The rate of wear of the material represerting the
brake-shoe to be determined by one two hour test of each
metal.
/. The rate of wear of the material representing the
wheel to be carefully recorded with each two hour test.
Note.— The tests should be made as applied to steel tired
wheels, and chilled cast iron wheels, each. Any other
appear pertinent to the committees to
shall constitute the
be carried out and included
g. Road Tests.— The M. C. :
technical papers an outline c
road tests by January 1, lS.su.
The committees above mentioned have accepted
the duties conferred upon them and are preparing
for their work. The outline of road tests has not
yet been announced by the M. C. B. committee. It
is evident that at least one report to the coming
convention will embody the results of ideal com-
NEW COKPOUND LOCOMOTIVE — MICHIOAN CENTRAL
RAILWAY.
The Michigan Central recently received from the
Schenectady Locomotive Works a compound ten-
wheeled locomotive, the general appearance of
which is ^ihown by the accompanying illustration,
made from a |)hotograph of the engine. This engine
is one of a number of ten-wheeled passenger engines
built by the Schenectady Works for the road, and is
an exact duplicate of them except the few special
features which pertain to the compounding.
The engine has a 20x24 in. high pressure cylinder
on the left side, and a 2f)x24 in. low pressure cyl-
inder on the right side, the other ten-wheelers hav-
ing two 19x24 in. cylinders. The 29 in. cylinder
goes into posilion nicely, and the casing is flatted off
slightly on the outside, as otherwise it would project
beyond the bumper. Steam passes to the high pres-
sure cylinder in the usual manner, and exhausts
through a largo copper pipe extending around the
interior of the smoke box to the low pressure cylin-
der; after being used in this cylinder, it passes up
the stacks in the usual manner.
In the saddle of tlie low pressure cylinder is an
intercepting valve, which admits live steam into the
low pressure cj-linder when the engine is starting-
It is a piston valve working in a chamber whose
axis is parallel to the main cylinders. On the front
of the saddle is a small head or cover, by means of
which the interior of the intercepting valve chamber
can be examined, and on the rear is a similar head
which also carries an external oil cylinder. The
intercepting valve is attached to a piston rod which
is tecured to the piston of this oil cylinder so that
the latter will prevent too quick a motion of the
intercepting valve. The small piston rod extends
entirely through the oil cylinder, and at its outer
end is attached to the lever shown on the side of the
boiler, and by this means operated from the cab when
desired. The valve is entirely automatic in its ac-
tion, however, and under ordinary circumstances
will require no attention from the engineer.
A reducing valve is also provided by which live
steam above a certain pressure shall not be admitted
to the low pressure cylinder. In starting the engine
the action of the various parts is as follows: The steam
passes to the high pressure cylinder in the regular
way; as it passes through the high pressure cylinder
saddle, part of it is divided through the reducing
valve which is located on the back of the cylinder
saddle and close under the boiler. This valve takes
steam from the live steam passage cored in the one cy-
linder saddle, reduces it to one-half boiler pressure
and delivers it into a passage in the low pressure side
of the saddle which communicateswith the rear end
of the intercepting valve chamber. The pressure on
the end of the intercepting valve presses it forward
and thereby incloses a port through which the steam
passes to the low-pressure steam chest. There is
thus live steam at boiler pressure on the small cy-
linder and at one-half boiler pressure on the large
one. This condition of affairs continues only until
the high-pressure cylinder exhausts once when this
exhaust steam on its way to the low-pressure cylin-
der passes into the front end of the intercepting
valve chamber. It pushes the intercepting valve
back to its normal position thus closing the live
steam port at the rear end and opening the passage
at the front end through which the steam finds ac-
cess to the low-pressure steam chest.
The steam chest valves are of the Allen-Richard-
son type. The ports of the high-pressure cylinder
are 18 in. long and of the low-pressure cylinder 20
in. The outside lap is the same for both valves, H
in., but the high-pressure valve is line and line in-
side while the low-pressure valve has i in. inside
lap. The valves are operated by the regular link
motion and the cut-oflFs, etc., are the same in both
cylinders. Each steam chest has a combined safety
and relief valve tapped into it and the low-pressure
cylinder has one of these valves in each cylinder
head. Indicator plugs are fitted to each cylinder.
The boiler pressure is 180 lbs., the reducing valve is
set at 90 lbs. and the safety valves oil' the low-pres-
sure cylinder are set at about 110 lbs.
In general construction this engine is, as before
stated, identical with other ten-wheelers on the
road. The illustration will show the general feat-
ures. Some of the more important dimensions are
given below.
C.Vlird
Outside la I
Inside lap <!!.
AUenp.iit.- ,.
DririnR wh.i-l
Fuel
Drlvint' «h. . .
Total IVh'rl 1 ,,
1 working order.
. DT.OOO lbs.
.29.800 lbs.
. 126.800 lbs
Driver nxlu .iuuruaLs.
Truck wlicolf (diaiii.l.
Truck axle journals, .
Tank capaciiy. wawr
"* ' apacity, coal .
..8Wt
Weight
The operation of this engine has thus far been
very satisfactory. It handles trains promptly, has
no difficulty in starting, steams well and is success-
ful generally. At present it is running with a 4* in.
nozzle, but there is no doubt but that a larger one
will be used later on. The draft is excellent and
somewhat stronger than is really needed. It has
been running in freight service but is now doing pas-
senger work. No tests have yet been made or cards
taken, but the engine appears to be very economical
in the use of fuel.
Superintendent of Motive Power Wall of the Pitts-
burgh, Cincinnati & St. Louis has been putting in a
steam motor for handling the turntable at the Co-
lumbus roundhouse. It is substantially like the one
at Altoona.
THE MASTER MECHANIC.
THE DECEMBER CLUB MEETINGS.
THE NORTHWEST RAILROAD CLITB.
Discussion on Water Purification.
The Northwoat Raili-oii.l Cluh met at St. Paul,
December 7, and diseubsed the subjeet of '-Water
PuiiBcalion." Mr. J. O. Pattee, of the St. Paul,
Minneapolis & Manitoba, opened the subject with
the following paper:
MR. PATTEE'S PAPER ON PURIFICATION OF WATER.
The subject of suitable water for use in boilers '
! most expensive and f reijuen
t difHcul.
I users have to contend
and formation of hard incrustations or scale in our boilers.
At least 7rt per cent, of the cost of the repairs on boilers on
many roads is caused by bad water, which causes corrosion
ana "incrustation. Where the scale does not acquire a
greater thickness than :j tUof an inch on the shell of a loco-
motive boiler it is by some considered rather an advantage
as it tends to protect the boiler plates from the corrosive
action of the water, but when it becomes thick enough to
threaten the closing of the water space, or where it forms
in a considerable quantity on the sheet and tubes which
areexposed to the heat the"incrustation, it not only becomes
a serious annoyance and causes wasteful expenditure of
fuel, but is also the source of actual danger of damage to
the sheets, or of explosions, and tends greatly to shorten
the life of our tire-boxes and tubes even when no danger
exists. The heat from the fi
rapiitl'- :i'^ it r>'h'^r',vice would
thiit 1^ i.in ._!.; I i ii by circulation, its transformation be-
in^- i,-- .k scale, which is always a poor con-
duct. ! ■ 1 I I- .III tubes are overheated often to such
exi. I: n ,l: ;i. n.-rume corrugated, bhstered, burnt,
cracke,! ,iud ,.iuu luined. The formation of hard scale
when thick euougli to cause overheating of any parts of the
sheets must add materially to the unequal expansion which
is found to be one of the greatest causes of cracked sheets
and unequal strain of all parts of the boiler. We find the
formation of hard scale also interferes
tion of the boilers, rendsring it no easy
with any degree of certainty the condition of the parts,
particularly along the cylindrical portion of the boiler.
In many "localities the formation of hard scale '
that the tubes must betaken out and replaced and the crown
and other sheets cleaned as often as once in six months; in
other localities this work is done about once in IS months,
and where pure water is used the tubes and sheets run for
years without being removed. The sheets, as
t effected by scale
obstr
the side sheets at or
et; this is largely caused by their
.scsthem to the intense heat and to the
ulation caused by the crown bar and
i have been made to calculate the loss of
heat caused by the incrustation formed on the heating sur-
face. The circumstances to be considered which determine
the rate of heal trausmitted through plates covered with
scale of different kinds and thickness, either homogeneous
or otherwise, are not sufficiently well understood and are
too numerous to admit of anything likean exact calculation.
It has been estimated that l-Ib of an inch of incrustation ou
the tubes and parts of the boiler is equal to a loss of 3U per
cent, of the fuel and that the loss increases in rapid ratio
as the thickness of scale increases. Others say 1-16 of an
inch of scale is equal to a loss of 15 per cent, and that ^
an inch of scale i
r cent. This, however,
! sure in our form of boiler that the loss is great, Loth
in fuel and damage to the parts.
There are but few problems connected with boiler re-
pairs at which inventors have tried their hand to a greater
extent than the prevention of the formation of scale. Many
pateuts have been issued and numerous anti-incrustatoi
have been tried with more or less success; but before
sideling them let us consider the nature of the trouble
from some in^'redicnts found in the water used. The mere
amount of solid matter found in any water is not an indi-
cation of the litness for boiler use, for this depends en-
tirely upon the nature of the solid impurities. The presence
of 5u" grains per gallon of deliquescent salts, such as car-
bonate or chloride of soda, would not be a serious fault
with frequent blowing off; whereas an equal amount of
salts of hme without other chemicals would render it tmfit
for use.
We find the water in our streams, lakes and wells varies
greatly in the amount of solid incrustation matter contained
10 the gallon. In larger lakes it also varies greatly in diff-
erent localities; this, to, is the case with the water in the
ocean. To show you that bad water can be used in the
boilers, we will state that we already know the ocean water
to be successfully used ' ' ' ' ...
iiud the streams and lakes muchpurer than the wells. Now.
suppose we have a boiler fed from a well containing only
30 grains of solid iucrustating matter per gallon, or one
pound to 190 or 300 gallons, or, say 5 pounds to 1,000 gallons,
which would give us at least '35 or 30 pounds of this solid
matter each day. and we should have the entire surface
of the ooiler covered 3 IB in. thick in three or four weeks
unless a grcBter part of it had been removed by blowing
off frequently or washing the boiler.
The impurities held in solution in water at CO degrees
temperature are deposited in the followmg order as the
We find
must be used with
according to good authority, about 3ii parts to 1,000 of solid
matter in the average open sea. In the Baltic there are
only 6 parts, while in the Red Sea there are 43 parts, the
Black sia. 21, the Arctic ocea _..._.
nel and Mediterranean Sea, 3
specific gravity of sea water
water is 1,000. Sea water contains to one cubic foot (about
7},.' gallons), chloride of sodium, 35-1 oz. : muriate of mag-
ue'sia, 3-2; sulphate of magnesia, 2-3; sulphate of lime, 1 oz. ;
total solidSj 302 oz.. about 7-6 oz. per gallon. We speak of
this only to show that bad water can be used in boilers
successfully with extreme caution and care, particularly
when the s'olids are more soluble in hot than cold water.
Water in Lake Michigan contains about 6 or 7 grains of
solid matter per gallon, while that in the Mississippi river
above Minneapolis is S to 10 grains, an -1 the Mississippi
at Lacrosse, 10 to 13 grains. The two above are con-
sidered by many the best water in our western lakes and
rivei-s,*and are often taken as a unit when comparing
with well water. We find in many of the deep wells 40 to
W grains i>er gallon of solid incnistating matter. This
depends largely upon the location and depth of the well.
Very few wells on the western prairie have water contain-
ing less than 20 grains per gallon; in fact, any water con-
Uining less than 2a or 30 grains is considered good. We
water becomes heated and contentrated. First,
of Ume; second, sulphate of lime; third, salts of iron, as
bases or oxides, and some of those magnesia; fourth, the
silica or alumiua, usually with more or less organic matter;
fifth, chloride of sodium.
The first to be considered is the carbonate of lime. It
is quite well understood that this chemical is the same sub.
stance — chemically speaking— as selenite. chalk, marble
and lime stone. It is held in solution in fresh water by the
excess of carbonic acid, and in reality it is a sort of bicar-
bonate. By heating the water the excess of carbonic acid
is driven off and the greater part of the carbonate is pre-
cipitated. Its solubility diminishes as the temperature in-
creases ; in other words, cold water will hold in solution a
much larger quantity than hot water. It is for this reason
that in water from which the air has been expelled by heat,
carbonate of lime is found in much smaller quantities.
Carbonate of Ume is estimated to be solublj in 16 to 37
thoHsand times its volume of water at ordinary tempera-
ture, or three to five grains per gallon. This, as stated, ac-
cording to good authority, all precipitates at 390 degrees,
and therefore it is one of the greatest enemies we have. It
is being constantly precipitated as the water becomes hot
and falls by its gravity to find a resting place on the tubes
and sheets, if not held in suspension by the circulation of
the water long enough to allow us to blow it off. Its work
is constantly being done forming hard scale. Some of the
bestevidonceof this is found in the formation of hard
scale of this nature at the check valves where the water
first becomes heated upon entering the boiler, and iu some
injectors.
Sulphate of lime— a substanceof the same chemical com-
position as gypsum or plaster of paris— acts much like car-
bonate of lime, and is found in greater quantities and is
next in importance. According to good authority its great-
est solubility is at 93 degrees, where 17S grains will dis-
solve in a gallon of water. At 212 degrees 50 grains per
gallon will dissolve, and like carbonate of lime, it is com-
pletely insoluble at about 295 degrees. It is, therefore,
evident that these two salts are precipitated when a boiler
is worked at about 60 lbs. pressure, uuless some chemical
is used to make them more soluble.
Carbonate of magnesia or magnesia lime stone is the
next to consider. It is found in small quantities, and its
behavior is much like carbonate of lime and forms a hard
scale on becoming precipitated. These chemicals, after
being precipitated according to the density of the water,
the rapid or slow circulation, or the intensity of ebullition
over those parts where the water moves rapidly, are held
in suspension or carried to a more quiet part of the boiler
where they are deposited to form hard scale.
Sodas and alkalies are considered non-incrustating
solids and in a proper quantity tend greatly to grevent the
rapid formation of lime scale. Of the many chemicals used
to prevent the formation and assist in removing scale,
soda is one of the most common used and no doubt is one
of the most effective, but it must be applied in proper quan
titles or it will cause the boiler to foam. Several methods
of preventing incrustation and assisting in keeping boilers
clean have been used. We will consider them in the
lowing order.
1. Blowing off at the surface or at the base. ■ This i
be done carefully to prevent a waste of fuel; too n
blowing off is expensive. If we blow off at the base
better way is to blow off a quantity of water after the
boiler has been at rest a short time and the solids which
have been held in suspension by the circulation of the
before con- I water have settled to the lowest part of the boiler and be-
the trouble fore they become fastened to the warm sheets, or after
boiler has been fired up and before it starts on its trip,
before the water has been agitated sufficiently to carry
small particles to the surface.
2. The constiniction of the boiler so as to give free cii
lation and the introduction of agents to increase circulat
so as to hold solids in suspension until they can be washed
out or blown off. We find quite a difference in the condi-
tion of our crown sheets when no stay bars are used and
the circulation is free and rapid and there is but a small
amount of the bard scale formed during the lime the water
is in an agitated state. When the engine is set aside and
allowed to cool down, all particles held in suspension find a
resting place on the crown sheet and flues and all chemicals
which are soluable in greater quantities
in cold also are precipitated and find a n
parts of the boiler as the water cools, at
or washed out, help to form hard scale. Boilers made with
stay bars over the crown sheets are more liable to be found
badly covered with incrustation on the crown sheet, for
the reason that the circulation is greatly reUrded and the
the British Chan- Hme or sediment, which is in other cases washed to other
- "- ' -' - average parts of the boiler, finds a resting place in and about these
bars, where it is often formed into one solid mass.
3. The introduction of chemical agents to render the im-
purities in the water more soluable, to prevent them from
precipitating as quickly as the water becomes heated. I
have tried nearly all the chemicals that have been intro-
duced, of which I could learn, and all ivith about the same
result. Few of them were of much value from the fact
that in no two days the water used in a locomotive boiler
is the same. To-day we take water from a well, which has
a large amount of lime: the next place we take water from
may be a well with no lime and a large amount of soda;
the" third may be pure water (if such a thing
could bo found in the western country), so that no
chemical can be introduced in boilers to take
proper care of this great variety of water used. The in-
troduction of chemicals to remove the scale after it has
formed fn a boiler without dissolving it is dangerous, as
the scale so loosened will fall in large pieces and lodge on
highly heated surfaces and cause the sheets to burn out.
4. The introduction of a system of coonectingpipes or ap
paratus through which the feed water passes and in which
the sediment may be collected and blown off. I have tried
several devices of this kind, and while they have been sue-
cessful to a certain extent, I did not find "them capable of
collecting more than a small portion of the sediment. The
water only became heated enough to precipitate the lime to
a small extent and the only result was the saving of the ex-
pense of frequent washing. The scale formed nearly as
rapidly as with the same water before they were used.
5. Removal of scale by manual labor. This is a sure
method but inexpensive and tedious.
6. An introduction of a system of purifying or treating
waters at each well or source of supply. I think by analy-
sis and a thorough knowledge of the water at each point of
supply we may introduce chemicals or devise other plans of
purifying the water, so that when the water is thrown into
the boiler it will contain the proper chemicals, one to act
upon the other, or be by some other method purified so that
we shall know when water is taken that it will be suitable
load of sediment into oiir boilers each day.
7. The introduction of a system of reservoirs made by
damming the streams to catch the accumulation of soft
water made by the melting of the snow in the spring and
the rain fall which otherwise runs to waste; iu this way we
could secure at different points from six months^ to one
years' supply of the best of water.
Very much has been done to remedy this great evil on
many roads by a system analysis of the water from each
source of supply, thereby getting a thorough knowledge of
the quality of the water and directing all bad wells to be
abandoned and as little water taken from them as possible.
I hope soon to see something of tuis kind established in St.
Paul, either jointly with all roads or individually.
Mr. W. Mcintosh (C. & N. W.)— I can give the in-
gredients various waters contain on our line, and
I have a comparison with the Lake Michigan water
which contains 1-04 lbs. of incrustating solids in
1,000 gallons. The Mississippi river water at Wi-
nona contains 1 •2.5. The next station west that we
analyzed is Stackton, the water there contains 202
lbs. to the 1,000 gallons, or 14-53 grains to the gallon;
this is made up of carbonate of lime,
8 grains; magnesia, 5-48; trace of o.\ide of iron and
alumiuum; silica, -70, and trace of alkali chloride.
Our water along west as far as liasson, about 60 or
70 miles from Winona, is about in that same condi-
tion. Then we get up on the table land at a water
station called Claremont, where we have 21 grains to
a gallon, neary 22, and that contains 3 lbs. of incrus-
tating matter to a 1,000 gallons. Our next water
station is Owatonna and that furnishes nearly 4 lbs.,
and is considered pretty poor water for boiler use;
4 lbs. to a 1,000 gallons would be nearly 12 lbs. to a
3,000 gallon lank, which is a good deal.
Mr. Pattee— What is that made up of.
Mr. Mcintosh— The total number of grains is 34-70;
carbonate of lime, 16-97; magnesia. 9-71; sulphate of
lime, 1-40; a trace of iron and aluminum; silica, -99;
alkali chloride, 2-8.5; sulphates, 278. When we get
to Waseca we use water from Loon Lake. That an-
alyzes very nicely; it contains 1-22 lbs. to the 1,0U0
gallons, compared to 104 to the 1,000 gallons Lake
Michigan water, but that water also contains a great
deal of vegetable matter and deposits a good deal of
mud or sludge. Then we have nothing very notice-
able in water until we reach Kasota; the water there
is nearly the same as at Owatonna; that is, it con-
tains a few more grains to the gallon but not quite
so much incrustating matter. At Oshway, up on the
prairies, the water contains 7.5-29 grains to a gallon,
but only 4-22 lbs. of that in a 1,000 gallons is incrus-
tating matter. An artesian well at Sleepy Eye, con-
tains 45-97 grains to the gallon and in a 1,000 gal-
lons there is 5 lbs. of incrustating matter; it is con-
sidered rery bad water. Sleepy Eye lake analyzes
very nicely, contains 155 lbs. to a thousand gallons,
but it contains so much vegetable matter that it is
almost impossible to use it.
Mr. Pattee— Does it foam?
Mr. Mcintosh— The trouble with it is not so much
in the line of foam as in the formation of a kind of a
paste in the boiler that combines with the minerals
from other waters and which, unless it is drawn
off and cleaned out very frequently, will ultimately
form scale.
Mr. Pattee— Do you find that paste when it forms
on the crown sheet, almost impervious to water and
almost as bad on the sheet as hard scale?
Mr. Mcintosh— Quite as bad, I guess. Hard scale,
particularly scale formed of carbonate of lime, is
porous to a certain extent; I notice a sheet will
carry a good deal of it and will not burn as rapidly
as it will with a sediment of this softer mud that we
get in this western country.
Mr. Pattee— The onlyad vantage is you can wash it
ofry
Mr. Mcintosh— If wo take it in time we can. The
city of Tracy has a well, the water of which we had
analyzed recently with a view to using it, if we
could. We found it contains 112-69 grains to a gal-
lon, in other words, 9 lbs. of incrustating matter to a
thousand gallons; we are not going to use it.
Mr. Pattee — That means about a wheelbarrow
load a day.
Mr. Mcintosh— Yes. sir. Wc have the analysis of
someartesian wells through DakoUi. Huron contains
120 grains to a gallon, 628 lbs. of incrustating matter
to a 1, 000 gallons. The artesian well al Harold conUiins
102 grains to a gallon and Dierc is only -.52 lbs. of
that in a 1,000 gallons that is incrustating matter.
th:e master mechanic.
The well at Highmore, Dakota, contains a total of
103 grains to a gallon and only -91 of a pound to a
1,000 gallons of incrustating- matter. Others range
in that ratio. We have the analysis of the first well
that our company put down at Piei-re, Dakota, and
it was a bad oiu-. It contained ITS grains to the gal-
lon; 133 of ihat was sulphate of soda. It made pretty
lively work for the boj's.
iSlr. Pattee— Did you find in using that whether it
corroded the flues and the sheets?
Mr. Mcintosh— It would corrode the flues and
sheets badly. We used that water for a year; we
had a ^eat deal of difficulty with it. It foamed so
bad that it would work through the pipes, get in the
cylinder, break the cylinder heads and valves and
everything of that kind. We finally sunk a well on
the banks of the Missouri river and got splendid
water there, got right down into the gravel. It was
Missouri river water filtered through gravel.
Mr. Pattee — You found the Missouri river water
filtered through the sand very good?
Mr. Mcintosh — Yes, sir, we consider it the best
water we have got on our division, although T have
no analysis of it. I have tried some compounds and
never got any good results from them. Possibly
with carbonate of lime you might use some com-
pound if you were using that water altogether. It
would help considerably, if you commenced to use it
when you started out and cleaned the boiler and
continued its use. But further west, where we have
alkali water, I never could get any good results
from it. Take a boiler that has been running some
time and has accumulated considerable mud and put
a compound into it. and loosen off the scale, and it
will settle down among the flues and have a tendency
to collapse them. We have used some of the me-
chanical purifiers for settling this lime and other
matter before it goes into the boiler; at some places
we have had fair success with them, particularly
in the western country, where there is alkali water:
The purifier seems to have no particular effect on
Mr. Pattee— Your idea is that it does not precipi-
tate it in time?
Mr. Mcintosh — My opinion is that the water passes
too rapidly through the apparatus, and that it does
not have a long enough journey to settle this mat-
ter properly.
A member— What purifier do you refer to?
Mr. Mcintosh — We used the Smith, and in the
western country we got very good results from it.
In my opinion about the only remedy is to provide
larger boilers with ample room for the Water to cir-
culate, with good facilities to get at the different
parts to clean it out, and provide good large tenders
so that you can carry plenty of water to pass by the
stations that furnish the poorest quality. The sur-
face blow-off of the Smith or other types, I think, is
a good thing to us in an alkali country, as the scum
gathers on the surface and can be blown off.
Mr. G. N. Hunt, secretary and treasurer of the
Field Peed Water Purifier Company, here read the
following paper:
MK. HUNT'S PAPEB ON TUE PURIFICATION' OF F£ED WATER
FOK LOCOMOTIVE BOILERS-
The subject of the purificatiou of feed water for loco-
motive boilers is a large question, and with many railroad
men has become a stale question.
For thirty years the best mechanical minds of the world
have been seeking some economical solution of the prob-
lem : How sha.l we prevent incrustation in steam boilers!
I find that American master mechanics have spent years of
time and study on this question, and that ever since lSt>8 it
has been thoroughly and learnedly discussed in their public
assemblies, uul I fail to find in the printed reports of those
meetings a recommendation of any economical, feasible
plan by which feed waler may be purified. In this short
paper on the subject, I shall lay no claim to originality out-
side of the special invention for the accomplishment of this
purpose which I shall briefly describe.
The subject is divisible into three parts.
1. Incrustation, its causes, effects and cures.
2. The deposit of sediment, its effects and remedies.
3. The impurities in water which prodi
effects and remedy.
To quote from a report of the committe
Railway Master Mechanics' Association •
sary to dwell upon the fonnation of incrustation in boilers,
its causes are already so well understood that it needs no
special comment; suffice to say that, carbonates and sul-
phates of lime, and carbonate of magnesia are the prevail-
ing elements contained in the waters which form incrusta-
tion. Chloride of sodium, fine clay, alumina, and silicates
are also found, but generally in diminished quantities, so
that probably a large proportion of the difficulty would be
overcome by expelling the lime and magnesia. This can be
done by evaporation, or by chemical means, but such a pro-
cess would be too expensive as has been clearly shown in
former reports." Chemical writers tell us that 95 per cent,
of scale-producing matter in boiler waters is made up of
carbonates of line, magnesia and iron and the sulphate of
lime, and that these substances form what is known aa
"temporary hardness" in water, that is, hardness caused
by the bicarbonates of alkaline earths and which disap-
pears in boiling. The other five per cent, of hardness in
water is called "permanent hardness," caused by the
chlorides, sulphates and nitrates of the alkaline earths
which is not lessened by boiling. So it would seem that
any process thai, uses heat as a means of separating the
impurities from the water must fail to remove five per
proved by recent experi-
•ing water, it is not found
reduce the degree of hardness lower than ti or
r degrees, as the heating surfaces of a boiler are kept prac-
tically clean, when water of this degree of hardness is
The evil effects of scale being
hearers I need not dwell on tl _
quote briefly from Dr. Joseph G. Rogers: "The evil effects
of scale are due to the fact that it is relatively a non-con-
ductor of heat. Its conducting power compared with that
of iron is as 1 to 375 about; accordingly more fuel is re-
quired to heat water through the scale and flues of an in-
crusted boiler than would be required if the boiler were
clear of scale. It is readily demonstrated that scale l-lb of
an inch thick will demand the extra expenditure of about
15 per cent, more fuel. This ratio increases as the scale
grows thicker; thus when it is i^ of an inch thick 60 per
cent, more fuel is needed, etc." My subsequent reading
leads me to believe Dr. Rogers estimates high. However
that maybe, his estimates divided by two, would convince
us of evil effects demanding attention, outside of the weak-
ness of boilers thus produced tending to explosion and the
evil resulting from the presence of scale making slower
and more difficult the raising, maintaining and lowering
of steam.
To obviate these evils and purify the feed water very
many plans, good, bad or indifferent, have been devised.
The various methods thus far employed for the prevention
of scale may be divided into three general classes. First,
the use of chemicals, which will counteract the effect of
the scale forming impurities, or in other words, the u^ of
>the
tender, and third, methods for pur
mechanically after leaving the locomotive
allowed to circulate freely in the
ifying the
tender and before it
boiler.
In regard to the first method— the use of chemicals— I
will quote the words of the committee appointed by the
American Master Mechanics' Association.
" Your committee desire to say that there is probably no
subject of more importance to railroad and manufacturing
interests of the country than how to prevent the incrusta-
tion of steam boilers. It not only causes great waste of fuel
(estimated, we understand, by the French engineers at 45
per cent, of the total amount consumed) but invites boiler
powders, fluids, batteries, etc., but the majority looked
upon all such nostrums with suspicion, believing them to
be more or less injurious to the boilers. In this report, as
well as in former ones, the useof compounds for removing
before it is allowed to enter the boiler.
The chief objection to the second methoa— purifying
the feed water in the reservoirs at the stations— seems to
be the great outlay or cost necessary to do this.
One or two roads in the United States have adopted the
system, but the first outlay bars most of the railroads from
using this method.
In connection with this system, storing rain and surface
water has several times been recommended by the above
mentioned committee as perhaps the only method of getting
pure feed water for boilers. While much good might be
accomplished by a judicious and careful olacing of water
tanks along the lines where rainfall is sufficient and the
lay of Ihe land would permit, so as to get the water from
rivers and creeks and surface reservoirs; and if needful,
pipe it to the point desired to locate the tanks instead of
digging deep wells, and thus getting the hardest of water;
still the lack of sufficient rainfall in certain portions of the
west and northwest, and the first cost or outlay has pre-
vented much being accomplished in this direction ; and be-
during seasons of rain and high water it is thick with mud,
causing boilers to foam and produce incrustation.
And so we come to the third method, which, as far as
my research has led me, is the most practical and econom-
ical plan for purifying feed water, provided it is possible
to accomplish the same in that way, namely: To purify
the feed water by some mechanical device through the
action of heat after it leaves the tender and before it en-
ters into the general circulation of the boiler.
It was determined as long ago as 1868 by the committee
apppointed from the American Railway Master Mechanics'
Association to investigate the subject of the purification of
feed water that: "The only effectual way to prevent in-
crustation is to purify the water if possible before it is
allowed to enter the boiler." Their fifth annual report en-
ters into a long, detailed and exhaustive statement as to
the cost of purifying the water by the process of boiling,
assuming from the data, which may be seen in the report,
that "boiling under pressure would precinitate at least a
portion of the impurities contained in the water."
' from the beginning that the
It will be
have not departed from their first conclusions i
to purifying the water before it is taken into the boiler.
In 1874 Mr. Hudson, of the Rogers Locomotive Works,
said: " It is very important that the water should he kept
from forming the solid deposits in the boiler. There ought
to be some mechanical means for collecting these deposits
and blowing them out every hour or two."
Another prominent master mechanic said: "If any me-
chanical means can be devised to prevent this deposit
forming in boilers it should be done."
So there was and ie to-day a crying need of a mechanical
device that will economically accomplish this result.
Almost always when there is a great need in the industrial
world the need is met. The ingenuity of man finally over-
comes obstacles and proves itself equal to the emergency.
Usually, too, the solution instead of being an intricate and
complicated device, is the perfection of simplicity.
Successful inventors, like successful railroad men, are
commonly distinguished for simplicity and directness of
aim; using the very difficulties ki the case as stepping
stones to the object in view. This is notably true of the
Field feed water purifier. The apparatus is a simple one,
and uses the very same natural law which
by boiling, to obviate the diffi-
Thea
This
leaves
principle upon which it works is
water to and beyond the boiling
scale forming imi "'
ifics the water mechanically after it
nd before it enters the boiler. The
' ' ■ - healmg the feed
leieby causing all
aied." This is ac-
uplished by causing the feed w.iier lu p
located wholly within the boiler, when \\v lU.
purities are precipitated in the jiuriiur pii.^-
construction of which is such as Xo preveiii
and scale forming substances from being carried into the
boiler. The feed water from the injectors or pumps passes
nearly to the forward end of the boiler, where it goes
through the usual check valves and thence into the purifier,
the purifier being connected directly to the feed water pipes
on each side of the boiler. The check valves are raised
from the place where they are usually located, and placed
on the plane of the purifier, which is just above the fire
flues, so as to feed the water directly into the purifier.
After the water flows through the length of pipe forming
the purifier,, that is six limes lengthwise of the boiler, it
passes out of the upright pipes into the boiler. These up-
right pipes extend into the dry steam space 6 or 8 in. above
the highest water line.
The purifier is placed in the boiler, out of sight, and does
not disfigure the boiler. The horizontal pipes are com-
pletely submerged in water, and placed directly over, but
not touching, the fire flues.
The purifier is made in lengths to suit the boiler. The
outer tube or conduit is 4 in. in diameter, and made of
sheet steel rolled in circular form and riveted. Each of the
six lengths of piping is made by joining several short
lengths together by means of malleable iron flanges. In-
side of the main tubes are two other tubes somewhat
shorter and smaller than the outer one; one is about 3 in.
and the other 2 in. in diameter. These are also made of
sheet steel rolled into circular shape, but are not closed
there being a half inch slot or opening all along the bottom
of each inside tube. These tubes are also perforated to
allow the water to circulate freely between and through
the tubes. The inner tubes are held concentric with the
outer one by a small malleable iron casting at each end
which is in the form of a cross and fitted with grooves in
one face for the reception of the ends of the tubes. A long-
itudinal bolt holds them together. A wedge shape casting
le end of each fo the short sections of
pipe of which the purifier is composed,
in such manner as to assist in catching sediment; the ver-
tical face of the wedge is opposed to the flow of water.
The difficulty, however, has not been to precipitate the
scale and sediment, but to get rid of it after it has been
precipitated. A purifier of this nature must have a means
of blowing off the impurities it is designed to collect:
otherwise it would be valueless. The blowing off and
cleansing out of the purifier is accomplished in the follow-
ing manner: On the right hand side of the boiler a tee is
interposed between the check valve and transverse pipe in-
side of the boiler, which forms a portion of the purifier.
At the bottom of fiis tee is a blow-off cock or valve worked
by a connection in the cab. When the purifier is to be
blown off, this valve is opened, and the water and steam in
fiowing out, carry the impurities with it. It will be remem-
bered that the ends of the short induction pipes project
vertically into the steam space. The only water, therefore,
which will escape from the boiler during the operation of
blowing off will be that standing in the purifier at the time.
Steam will then follow. The passages are so constructed
that everything will pass to the right side, and thus pre-
vent dirt from getting into the left check valve. The check
valve on the right side is protected by the sh?pe of the in-
terior of the tee, there being a curved diaphragm inter-
posed within the tee Uj deflect all dirt from the check
valves. From the Wfcw-off valve the outflow can be piped
down outside the engine to any desired point, care being
taken that the pipes have no sharp bends and no pockets to
hold sediment.
The blow off should be operated every two to four hours,
depending upon the water.
The blow off lever is easily operated by engineer in the
cab. One motion shuts the feed and opens the blow off
cock, which should be left open until steam issues from the
blow off pipe, when it should be immediately closed.
By using dry steam ouly for blow off purposes, the blow
off can be operated as easily while the locomotive is in i^io-
tion as at a standstill. An automatic blow off can be used
is also placed i
The detail points of advantage in this invention are:
1. The great length and shape of the purifier pipe, being
in an ordinary boiler 75 to 85 ft., thus enabling the purifier
to hold the water until it becomes superheated, and until
all sediment and salts have been precipitated in the pipes,
thus feeding the boiler with steam and highly heated water
as pure as water can be made by any mechanical process.
2. The series of inside tubes through such a continuous
length of pipe, presenting the greatest possible metal sur-
face for the attraction of the different solids and salts in
of the heat, are freed from the water.
3. The series of dams in each 3 ft. section of the conduit,
obs*,ruciing the dirt and grosser sediment, and preventing
its being carried forward into the boiler by the flow of
4. The cleaning of the purifier pipes by blowing back dry
steam through the conduits and forcing out through the
"blow out" all sediment and salts in the purifier pipes,
while such sediment and salts are in a moist condition.
(The six upright pipes opening into the dry steam space
enable us to do this.)
5. It prevents foaming.
6. Its simple construction. Its economy. It is easily at-
tached to the inside of a boiler and does not disfigure the
7. The salts and impurities, precipitated inside the puri-
fier, are blown out with dry steam. No water is blown out
except that at the time in the purifier pipes. This water is
forced ahead of the dry steam and thus the purifier kept
clean at all times.
8. Steam is genei'ated in these six outlets opening in the
dry s'eam space, and by supplying the boiler with steam
and highly heated water all expansion and contraction,
loose rivets and leaky tubes are done away with and there
is also a great saving of fuel.
9. The purifier being of such great length, the feed water
■I
January, 1890.
THE MASTER MECHANIC.
reaches the boiling point by the time it has passed twice
the length of the boiler and from that point until it
reaches the outlet pipes, a distance of 60 ft., the water is
increasing in temperature and the calcium bicarbonate and
the calcium sulphate, oxides of magnesia, iron and other
. salts are freed from the water and in traveling the greater
part of the purifier are precipitated and adhere in moist
condition tc these inside metal surfaces from which they
are removed by the dry steam blow off, before they have
time to harden.
The puriBer holds about 40 gallons of water and has 250
square feet of metal surface to which the salts are exposed
when freed from the water by ihe action of the heat. A
test of this device on one of the main lines of railway in
the United States for a period of six months shows a clean
boiler, no mud, no scale formation on crown sheets or
flues, or in purifier pipes. The water has been let out of
the boiler once in six weeks to two months and but little
loose sediment was found. Ordinarily, boilers have to be
washed out, once every week, on that division.
The purifier not only catches the impurities and precipi-
tates the salts, but it cleans itself of such sediment and
salts by means of the dry steam blow out, without -waste of
Prof. Chandler, of Columbia College, New York, states:
"Boiling expels the free carbonic acid and causes the sep-
aration of the carbonates of lime and magnesia, and if con-
ducted at a high temperature, under considerable pressure,
results in the almost complete precipitation of the sulphate
of lime." This transfers tlie incrustation from the locomo-
tive boiler to the inside metal surface of the purifier pipes,
intended expressly to catch it, and so arranged that the
sediment may be blown out at pleasure. The feed water
passes from a two inch feed pipe into the four inch puri-
tier pipe, hence flows much more slowly through the puri-
fier pipes, and gives opportunity for the precipitation of
the scale forming properties and the deposit ol sediment.
By using this mechanical method, the water fed to the
boiler is always practically pure and of about the same
temperature as steam.
Now the third evil, primiiiL- or fonmiiiL-, nmains. We are
not prepared to say what nsili iii^ ,i,a i, ,> would have
upon foaming when alkali i. . - - m the use of
water free from mud and ni - - ^ will usually
prevent foaming and the iliv ,. ., ,.i r .. ,i>.i reduce this
evil. "The proof of the pui.'u.i.f, i.. .u tbtAii.f; the string."
Railroad men I find very skeptical un this subject. I
guess they have had good cause for being so. I thank you
for your kind attention and can only say in closing that we
have a full sized purifier here in the room for your inspec-
tion and that we should be pleased to remove any doubts
you may have by placing a purifier, at our own expense, on
any of your roads for a lest of its merits.
Mr. Pattee— Speaking of the Smith purifier, there
is no question but that it does a certain atnount of
the work which it is intended to do. We have six
of them in service. By frequent blowing off of one
of the engines we were able to run it seven weeks
without washing it out, but at the end of that time
on examination we found that those solids which
make the hard scale which is most detrimental to
the boiler had formed nearly as fast as they had
without the purifier. It had caught the mud and
the part of the impurities which had precipitated
quickly, but the length of pipe was not sutlicient, or
in other words the water did not get sufficiently hot
while it was in the pipe, to precipitate the impuri-
ties in the water, and consequently they passed
through into the boiler. It did the work to a cer-
tain extent, but it was not quite sufficient to do the
work as we wished to have it done.
Mr. Mcintosh— I would say in regard to the Smith
purifier that the first engine that we applied it to on
the Dakota divii-ion. No. 20, is running between Red-
field and Gcttysburgh, where the water is very bad.
Since putting that on in February, 1888, after the
engine had seen six months service, she has run up
to the present time, and is still running, and there
never has been a leak in a flue or a stay bolt in her
fire-bo.< since. That is in Dakota, between the Jim
River Valley and Missouri. Other engines fully as
well equipped, running in other localities changing
from one supply to another, have not done nearly
as well. Whether it is because the water in that
section contains peculiar ingredients that cause it
to work so well on that engine, or because of some
other cause, I have not been able to ascertain yet.
President Small — Something must be done in this
western country, either by mechanical or chemical
means, to improve the condition of waters used or
we will sutler an immense expense. We have suf-
fered an immense expense and it will increase as the
business increases uuKss we can find some remedy.
While business has been light on the various roads
it has not shown up so bad, but now that the business
is increasing, the number of trains increasing, and
the size of engines increasing, and the amount of
water used is increasing we find that stopping an
engine every 100 or li5 miles to wash it out, taking
two or three hours, is an expense not ouly in regard
to the engine, but because of the delay in time and
in getting over the road. I think the master me-
chanics ought to encourage the manulacturers of
different devices by giving such devices a good fair
trial."" I do not know of any subject that is more im-
portant to railroads in the west.
THE WESTEKN RAILROAD CLUB.
Joint Inspection,
Test Laboratories.
The Western Hallway Club held its December
meeting on Tuesday, December 17, President Hickey
in the chair. Among the railway men present were:
C. A. Schroyer, G. M. Davidson and E. B. Thomp-
son, C. & N. W. Ry.; Allen Cooke, C. & E. I.: P. H.
Peck, C. & W. I. and Belt; W. Forsyth, R. D. Smith,
F. W. Sargent and G. H. Ellis. C, B. & Q.; R. K.
Verbryck, C, R. I. & P.; George Gibbs, C, M. & St.
P.; W. S. Morris, C. & W. M. and D., L. & N.; G.
Lo. Potter, Pennsylvania Company; W. H. Lewis,
C, B. & N.; W. B. Snow and Wm. Rosing, Illinois
Central; Jno. Hickey, M., L. S. & W. Ry.
The first subject for discussion, "Joint Inspection
at Chicago," was opened by Mr. P. H. Peck, of the
C. & W. I. Belt Ry., in the following paper:
JOIN
Chicago 1
become the largest railroad center of the
world, and with the extensive growth of the west and
northwest the interchange of cars between railroads at
this point has grown faster than some of our best informed
otHcials anticipated. The car movement at Chicago has
been steadily increasing each year until it is estimated that
the interchange now mounts to between 4,000 and 7,000
cars daily, and I think I am safe in saying tllat;iO per cent,
of these cars are more or less defective, require a defect
card in transferring. The limited yard room and tracks
we have in the city for this vast business makes the in-
spection of cars both expensive and deficient and keeps
a large number of cars out of service in busy times when
cars are most needed. It also causes extra i ' ' ' „, '
volviug the blocking of side tracks and the delayi"n'g of
freight, thus causing any amount of trouble to car depart
ments and complaints from our superior officers and
The only way, I think, by which we can avoid this
trouble is by establisiiing a system of joint inspection at
the different junction or points of interchange,
railroads terminate here. All through cars for th
west are transferred either by the roads bringing
to Chicago or by some transfer line. Other cars, consigned
to Chicago industries, that the roads bringing the cars into
the city have not access to, also have to be transferred by
some foreign road or transfer company, making it imposs-
ible to do this interchange transfer work with M, C. B. de-
fect cards.
All those cars are received and delivered wii
kept by the inspectors at the junctions or yards where
are received. In the month of October, 18S9, the Belt
received at nine of the largest junctions 37,292 cars
which there were notations against 9,133 cars, or 34 per
cent, of number received. The per cent, of defects
varied at the different junctions from 31
cent. ; all of these defects would have had to be carded if the
M. C. B. rules had been adhered to,and many hundred dollars
worth of repairs would have been done by foreign roads
which the owners desired to do on their own repair tracks.
I think the present system defective for the reason that
we have four transfer lines or tracks over which these cars
can be transferred to other lines, all receiving and deliv-
ering by notations kept by inspectors. A defective car
may go to a road over one line and be unloaded and billed
home over one of the other lines, but it will not be received
by its own road as the inspectors have no record of it. The
cars will then have to go back and be returned to the first
line that handled it, thus causing a long delay as the car
will have to be traced to find the first route it was trans-
ferred to, so as to pass the same inspectors.
Example:— A defective car passes from the C, M. & St.
P. to the B. & O. for South Chicago (I take these roads as
extreme north and south lines in the city) through the Air
Line, the distance traveled being about 1.5 miles through
several of the most busy tracks in the city. This car will
be unloaded and billed home over the Belt Line, (30 miles
and through four large yards) to Cragin, the junction with
the C, M. & St. P. The St. Paul inspectors at Cragin will
refuse it, as they have no record of it. It will then be sent
back to the B. & O. and routed home via the Belt, B. & O.
and Air Line, when it will be received home O. K. as these
inspectors had the record of it the first move. This car
will thus be hauled over 40 miles and switched in several
yards through an expensive territory in which to handle
irs. This is only one example out of man.\- that daily oc-
ir but I have no doubt that there are at least between 50
id 100 cars idle daily in this manner.
The expense that I wish to direct special attention to is
I the inspection ; there are too many men employed to in-
spect cars on this method. Each company now has inspec-
tors of its own at each junction. Both inspectors do the
work, but for two companies. For instance, at a
junction of two roads each company has one day and one
night man, making a total of four men. The.v will inspect
the cars together, both making the same record, but for two
companies: oue day man and one night man could keep
the same records for the two companies, just as well and
just as correctly. The cost per car for inspection for
seven of the eight junctions at Chicago for October, 'so
was from vsi cent, the lowest, to ■03« cent, the highe.it.
At one of the junctions there is joint inspection, and the
inspection there was only 017 c«nt per car, showing a sav-
ing of one half cent on the cheapest, and 013 cent on the
highest junction. I think I am safe in saying that between
35 and 40 per cent, could be saved by joint inspection and a
better senicc would be rendered; and furthermore, we
would not have so many cars out ot service.
The joint inspectors would be furnished with cards to be
used in the city, to fasten on the cars with the first record,
showing that ihe car was received by joint inspectors.
That record would take the car home over any route or
junction where cars are interchanged. Inspectors could
use their judgment about using an M. C. B. card on perish
able freight, avoiding delay when the car was safe to run.
All the joint inspecloi-s would report and receive their in-
structions from a head of that department located in the
city, after the method employed by the car service associa-
Joint inspection is working very nicely in Kansas City,
St. Louis, Cincinnati, Buffalo and Detroit, and has been a
great assistance in keeping the freight moving without un-
necessary delay.
During tje past summer I have re.-eived Ir-lters from Mr.
E. G. Fish, assistant superintemk'nt ll;innihal .S; St. Joe
Railway, Kansas City, and also fr -m .Mi ( h.u I -. .A. Cory,
M.,
for
City and Cincinnati. Both
praise of joint inspection. 1 h;
oral heads of car departments
lOf
liicago
and about all favor it but do r
I have arranged and adopted |r.,i ,- .■, i\\! the
Wabash Railway at Chandler, an. i ; i , . Miy lit-
tle trouble and very few delays own,. I'liecost
of inspection is much cheaper pir i , ,i i ..al\' -016
cent per oar against a general avri,, i i,,i"same
month. In June, with a lighter bu^ i,.^-, i i.. j. i,. i ,,| aver-
age was -039 cent and the joint ills|i,.i ;;uu .il U.ilijshcost
019 cent— one cent per car cheaper.
I find on the Belt line that the average cost per car for
inspection is too great compared with the average cost for
repairs. In January, 1889, the cost for repairs was 046
c.ent and for inspection 031 cent. In June the average cost
of repairs was -O+t cent and for inspection -039 cent. In
October repairs per car cost 033 cent and the inspection
cost -OSO cent. In the largest mouth the repairs cost only
•015 cent more per car than the inspection. In the month
of October the repairs per car cost only -007 cent more per
car than the inspection. All of which shows me that under
the rules, standards, etc., of the Master Car Builders the
repairs of cars have almost reached the lowest point of
economy. But in the present system of inspection in this
city there is large room for increased economy. To gain
this economy all heads of car departments will have to in
vite, form and adopt suitable rules to govern inspection
the same as the above named cities have.
I have no doubt but that the heads of the car departments
could call a meeting and adopt a code of rules, forms and
cards lobe used in Chicago in joint inspection, that our su
perior officers would cheerfully approve. After it is once
adopted and gets to running, we will wonder how we
managed to do this work so long without it.
Mr. D. L. Barnes— I should like to ask Mr. Peck
what parts of the car are generally found by inspec-
tion to be in need of repairs.
Mr. Peck— Generally the draw-bar. Sometimes a
bad wheel. But in our yards at Chicago the draw-
bars and their attachments produce most of the de-
fects. That is on account of heavy yard service.
Mr. Barnes— Which portion ot the draw-bar at-
tachment is found most troublesomeV
Mr. Peck— That is something I couldn't answer.
The draw-bar I ugs are perhaps the most troublesome.
I have known a car to be drawn 22 miles in this city,
broken in that way, and to cost 11 cents for repair,
and all there was broken, if I recollect right, were
two Sth bolts.
President Hickey— Do you find the draw-lugs
broken, or the bolts broken, or both?
Mr. Peck— It is generally the bolts, but sometimes
the castings are broken; the draw-bars also break
quite often.
President Hickey— Do you lind much trouble with
the springs of draw-bars^
Mr. Peck — No, not so much as we do with their
attachments.
Mr. D. L. Barnes— Do you have as much trouble
with the vertical plane standard coupler as with the
ordinary coupler?
Mr. Peck— There are not enough ot them handled
to demonstrate that, but I know that when we break
one ot the vertical plane couplers it costs us more
money than the other.
President Hickey— To avoid this trouble of delays
on account of repairs, you propost; a remedy in joint
inspection. Is that your purpose?
Mr. Peck — Yes, sir.
President Hickey— Have you formed an agree-
ment to that effect with any road?
Mr. Peck— With only one road. The Wabash
road and the Bolt Line have a joint inspector at
Chandler. There we have only two inspectors,
whereas it each road had its own inspectors there
would be tour, two for night and two for day, but as
it is we have one tor day and one for night, these
doing the work tor both companies. In one month
we received 3,131 cars there, and at the Chicago &
Grand Trunk, where there are four men, received
only 2,300 cars.
Mr. B. K. Verbryck— We have joint inspection at
Kansas City, Council Bluffs and Denver. At Kansas
City and Denver the work is very satisfactory, but I
cannot say it is at Council Bluffs; it never has been
to me, and I don't think it will ever be under the
present management. At Kansas City we have a
man who is impartial, and his inspection there has
been very satisfuctory in the way of getting cars
about from one road to the other. There la very
little delay. It is just the same at Denver. We
have had joint inspection there not quite a year. I
believe with Mr. Peck that where there is great in-
terchange of cars joint inspection is a very good
thing. Whether it would be of any advant;igc to us
here in Chicago I could not say exactly. We don't
have quite .so much interchange with the Belt road,
which runs all around Chicago, as the other roads
10
THE MASTER MECHANIC.
do, on account of having our own road here, but I
think if it could be arranged to have joint inspection
at points where there is a great deal of interchange
it would be a good thing and save the companies
money.
Mr. C. A. Schroyer— The conditions of our yards
will govern very largely the point of joint inspec-
tion. I know of "but one point on our lines in Chi-
cago where joint inspection could be carried on to an
advantage, and that is between the Chicago iSc North-
western and the Belt line. We could have a joint
inspection there, for the reason that both yards are
right together. I do not understand how we could
aaopt a system of joint inspection at Chicago between
all of the roads, because our yards are so situated
that we could not get a joint inspector to look over
those yards. Now, as far as ourselves and the Belt
line are concerned, we could have a joint inspector,
and 1 presume many of the other roads in Chicago
could nave with the Belt road, but there is this
thing about it, the Belt line in Chicago has but a
short distance to haul a car. It receives a car, say,
from the B. & O. to deliver to the Milwaukee road,
and it turns it over to the Milwaukee by the Belt, as
cited by Mr. Peck. Now, if that car is delivered in
bad oraer by the Milwaukee & St. Paul to the B. &
O., the inspector who receives it from the Belt Com-
pany, without knowing that it was received by them
in this condition, will reluse to accept it, and the re-
sult is that the Belt line will have to haul it back.
We have a great deal of trouble in thai way. In
order to recuce these troubles to a minimum we
have established on our road what was discussed
three years ago by the Western Kailway Club, viz.:
a red card system of curding. Our object in estab-
lishing that card was this, that we receive cars from
a great many roads around Chicago having minor
defects, but which do not render the car unlit for
service. Under our rules the inspector receiving
that car should have held it and sent to the road de-
livering it for a M. C. B. card. This would cause
the loss of some three or four days, and the result
would be that our yard would be hiled up with cars
that should have gone, and our officials at one time
issued an order to the effect that any car the defects
of which could be repaired for $o could be accepted,
considering that it was cheaper to spend $5 on that
car than to hold it standing around our yards. It
was to do away with that injustice, in which we lost
a great deal of money, that this red card system was
taken up by us, and when a car is received in bad order
at anv of" our poiuts it has one of our red cards
attached to it, slating the nature of the delect that
was on It when it was received, and requesting agents
and trainmen to return that car to the point at
which it was delivered. But frequently the fore-
man or inspector who placed that red card on the
car fails to take it off and the result is that the car
gets away from us with the card ou, and we have
bills renuered against us with this red card accom-
panying them as a voucher. We have lost more
money by that system than we ever did by the old
svstern. If some one could devise a scheme whereby
a"system of joint inspection at Chicago would be
practicable I would go into it heartily, out I cannot
understand how it can be done. I am willing to
meet any of the car men on this subject and discuss
it with them.
Mr. P. H. Peck— That was my idea exactly. I
want to gel the car men together to discuss it. A
great uiaijy limes we wait lor M. C. B. cards, but if
Ihe cai> couuiin certain perishable freight we re-
ceive them il they will run in any shape. I think we
ought to get a "system into operation here as well
as in Kansas City. Our yards are located no worse
than they are in Kansas City.
Mr. B. K. Verbryck— I do not agree with that.
The Kansas City yards are not comparatively so far
apart as they are here. Our yards are isolated. Of
course we have a good deal of interchange from the
different roads, but they are taken from our yards
by different parties. We have but very little inter-
change with the Belt line here in Chicago; at least
I never get any bills from them. I think the great-
est difficulty here in Chicago is on account of the
yards being scattered so lar apart, which would
make joint inspection very troublesome.
Mr. C. A. Schroyer— If everybody was honest these
conditions that now exist would not prevail, but
there is an inclination among our inspectors all
around Chicago and other points to beat somebody
else. The great mistake we are making, and have
always made, is that we do not inspect our own cars
rigiaiy enough. What is the result? When the
Belt line delivers a car to us they never inspect it
there, and when we deliver a car to anyone else they
don't inspect it at i.11; they all depend upon the Belt
line's inspection. The probabilities are Ihat if the
Belt line returns that car to us without a notation
or card on it our men will refuse to accept it, know-
ing very well the defect was on it when it was de-
livered. I don't say that these conditions do prevail
between the Belt line and the Chicago & North-
western, but I say there is an inclination on the part
of inspectors to allow such conditions as that to pre-
vail. There are a number of schemes that could be
devised for the interchange of cars in Chicago. The
Chicago, Burlington & Quincy deliver cars to us. I
Our yards are so close together that we can go to
them in a very few minutes to get a defect card from
them. That is also the case with the Port Wayne.
But those are the only two roads that I can think of
just now with which we could have a code of joint
inspection at all, and unless there should be a joint
inspector with subordinate officers or subordinate
foremen in each of the yards in Chicago, with a gen-
eral head, I don't see how it is possible to establish
a system of joint inspection.
Mr. P. H. Peck— That was just my point exactly.
The inspector where there were, say, four roads
would be paid by the four roads. I do not see why
that could not be done, and thus avoid the useless
hauling and switching around and breaking of cars.
President Hickey— Mr. Schroyer, you spoke of a
code of rules to govern joint inspection. Did you
mean that a set of rules was necessary to govern
joint inspection? Could not the joint inspector be
governed in every way by the M. C. B. rules?
Mr. C. A. Schroyer— I think the M. C. B. rules
would cover every point at issue if they were lived
up to, but it is impossible to do it. We should have
our yards around Chicago blocked with freight so
that it would be impossible to move. If a system of
joint inspection was established at Chicago it would
be necessary to have a code of rules based on the
master car builders' rules to work on. I do not see
wherein we should save any money on a system of
that kind. We do not pay our inspectors to in- |
spect a train of cars and then when the train is dis-
posed of to go and sit down and wait for another
train. It is the duty of the men at those points to
make those light repairs and let the car goon. I
know I won't allow one of my men to refuse a oar for
two Iths draft-bolts, neither would our officials.
Mr. W. S. Morris— In Detroit we have a joint in-
spection, and it is workijg very nicely. I cannot
say that there is any expense in the way of inspect-
ors saved to us, but we are saved a great many dis-
putes. The joint inspector is an arbitrator, so as
to speak, and whenever a controversy arises between
any two inspectors the joint inspector's decision is
final in the matter. I must say we that have very
little detention from cars.
President Hickey — Mr. Schroyer, you are success-
ful at minor points with joint inspectors, are you
Mr. C. A. Schroyer— We have only one and that
is at Council Bluffs.
President Hickey — Could not joint inspection be
worked at Milwaukee?
Mr. C. A. Schroyer— Yes, I think it could.
President Hickey— Gentlemen, at this point I think
it would be proper to discuss any disputed question un-
der the rules of the regular interchange rules of
cars. It would be well to discuss any points of con-
flict that may have arisen under the last inter-
change rules.
Mr. B. K. Verbryck — If there was any misunder-
standing in that regard it would be referred to the
arbitration committee, you know.
President Hickey — I understand, but it might be
well to discuss it here, so that others could be gov-
erned by the sense of the meeting. Mr. Schroyer,
do you know of any such disputes arising under the
last rules of interchange of cars?
Mr. Schroyer— Nothing that would be termed a
dispute. We have this difficulty which is constant-
ly arising under the M. C. B. r"les. We receive a
car from the C, B. & Q. in a damaged condition; it is
damaged to the extent that the car is unsafe for ser-
vice, and of necessity we have to take that car to
our shops to repair it. In the transit of that car it
is damaged very much beyond what it was when we
received it, and in all such cases as this we have to
stand the expense of the additional repairs on the
car over and above what has been carded for by the
C, B. & Q., or any other company delivering the
car. That is an injustice which the Master Car
Builders' rules do not provide for. In a great many
cases we take those cars as a courtesy toother roads,
and we loose a great deal of money on account of the
additional damage in getting the cars to our
shops. That is a thing that I think ought to be
covered by the Master Car Builders' rules. Very
often we take it up to the other road and sometimes
they will compensate us, and very often they won't,
and if they won't do it we" have to drop the matter
and lose on it. I presume some of the other roads
have the same difficulty. With us the difficulty in
that direction is multiplied because we have so
many roads around Chicago with our main shops
here", and there are so few other roads that have
their main shops here where they can do those
heavy repairs.
Mr. Wm. Forsyth— This matter of car inspection
is not exactly in my line, but it seems to me that it
is of a sufficient importance for us to try to do some-
th.ng more with it than to drop it here. I believa
a little more could be accomplished if a copy of Mr.
Peck's paper was sent to all superintendents of car
departments, those having charge of inspection in
Chicago, and their attention called to it, and a sug-
gestion that they call a meeting and try to organ-
ize a joint inspection for Chicago and formulate a
code of rules to govern, and I make a motion to that
effect.
Motion seconded and carried.
Mr. P. H. Peck — I am very glad to see this club
do this thing, for the reason that I am quite reliably
informed that if the heads of car departments do not
do it before long the general managers will. This is
something the car department ought to take hold of
rather than the general managers.
Mr. C. A. Schroyer— I move that Mr. Peck be ap-
pointed a committee of one to name a day and call
together ihe heads of the car departments of the
roads in Chicago for the discussion of this subject.
Seconded and can-led.
After the passage of a resolution directing the
secretary of the club to telegraph the executive com-
mittee of the M. C. B. Association that the Western
Railway Club favored changing the place of the next
M. C. B. convention from Charleston, S. C, to Chat-
tanooga, Tenn., the subject of " Testing Labora-
tories," was taken up. Mr. George W. Gibbs, of the
C, M. & St. Paul, opened this subject with the
following paper;
to-day on the above
subject. I do not wish to offer anything in the nature of a
paper, but merely to indicate the headintrs upon which, in
iny opinion, discussion may be profitably based. I have
the honor to be one of a committee to report upon this
subject to the next Master Mechanics' Associalion conven-
tion, and, although I speak entirely for myself, I am sure
the committee, as a whole, will profit greatly by what may
be said at these meetings.
The organization by railway companies of departments,
headed by specialists, for the purpose uf conducting experi-
mental work outside of the routine of mechanical work,
and tor passing upon the character of railway supplies, is
a comparatively new idea, and as yet confined to a few
only of the greater railway systems of the country. We
members of this small fraternity are in the habit of think-
ing we see great possible economies in railway operation in
such departments, but we have, perhaps, some of the nat-
tural bias of enthusiasts entering an enormous held — that
of the aggregation of professions called the " operating
department,"' and we should like to be told by those of
broad experience in railway work where our greatest field
of usefulness lies.
The head of a " department of tests and experiments,"
as it may be called, occupies a position of great difficulty, if
he did but know it; his position has not as yet been clearly
defined (and this is a point we should consider to-day) ; is
a scientific man, purely, and inexperienced in practical
work, he will almost certainly fail at first to appreciate tha
delicate nature of railway organization, will overstep the
bounds of his legitimate field and thus lose the respect and
assistance of his superior ofticei-s when they are most
needed. A man determined to at once bring everything to
a fixed ideal standard may become
• investigations
ic analysis and
thereby furnishing opinions which will command respect
and not arouse ridicule. The danger that he will be asked
to furnish solutions of each and every problem under the
sun which seems to the practical man mysterious, and,
therefore, "scientific" is not so remote as it might appear.
No logical opinion, however, which is not founded upon
exacl data is reliable. I am here treating test departments
as scientific bureaus merely, and is this not their proper
function?
The tendency of modern times is towards specialization
in every department of knowledge; a man is no longer an
all-around business man or scientist either; he lakes up a
specialty and masters it to bea success. Thus, in railroading,
the heads of departments — business men— have no lime
and are not qualified by training to attack and solve prob-
lems involving a knowledge of modern progress in the
sciences. This specialization followed to its logical conclu-
sion requires more than one expert in such a department,
and since to-day a man cannot be both an engineer and a
chemist, the question arises as to its organization. On
some roads the two fields are separate and co-ordinate, on
others one expert heads both. If the right man can be
found, one with considerable experience in the methods of
railway work, with executive ability and knowledge of
the best lines upon which to lay out an experimental inves-
tigation, it seems probable that he would divide the work
between the two sub-heads, chemical and physical, to better
advantage and put their conclusions in better practical
shape for his superior officer than could be done by either
individually. However, this is a point upon which some
difference of opinion may arise and will naturally be some-
what governed by particular circumstances. The point is,
that his reports be clear and accurate and his conclusions
based upon sufficient data.
Perhaps the first work of a department of this character,
and work where it may prove of great utility— or the re-
verse, I may add— is Ihe regulation of the character of the
supplies, establishing a standard of quality, one practically
obtainable, and atterwards seeing that the same is main-
tained. This constitutes the routine work of the depart-
ment, and the amount of worry and annoyance which may
be saved the heads of the mechanical and purchasing de-
partments, by having the contradictory claims of rival
manufacturers definitely set at rest by actual test, can be
readily appreciated.
Of course, the economic results of this poUcy are of first
impoitance; if establishing a standard of quality seriously
increases the cost of supplies, it will be necessary to prove
that the money is gotten back in other directions, which,
even when true, is an exceedingly difficult matter. But I
really believe that our experience oas been salisfaclory in
this respect, taken as a whole. In some cases we do buy
more costly material under specifications, but in others less
so. Again, the cost is not proportionately increased with
the qualit.v, for several reasons, of which may be mentioned
competition and the constant effort to improve quality to
THE MASTER MECHANIC.
cheaper processes. Then, at times,
manufaeturei*s are really able to supply cheaper goods
under specifications than without, as they know deflnitely
what is called for ;ind do not have to supply a higher grade
to.M\ri ,;i.ri i.iiiriis aue improper handling by the pur-
clias. [ ' Ills, their responsibility is confined to
ti 1 1 1 ! I . : r I ■ tests and the guarantee of service
Wr I, a.. I:. !.■, M,.:!, a department designed to handle the
great variety of subjects which are constantly arising in
progressive i-ailway management, from the position of sci-
entific experts. One branch of the subject deals with a
system of uniform tests designed to supply an accurate and
quick method of arriving at the results of practical service;
the other extends over the almost limitless field of the arts
and sciences as applicable to the modern art of railroading.
It is to be hoped that some of those present to day will
indicate to us more definitely than I have attempted to do,
facts win, h iiiuy hiivc come to their notice, either from the
irishli i) !,i !. -11 .hilt,' the workings of such departments,
tin-! the market for supplies, and, in fact,
aii,\ : I here is need for other facilities than
till-. ,.' organization under their charge, for
can, •!,- .1- .1 -.-iriiiiitic investigation into the causes of
present defects or contemplated improvements in service.
President Hickey: This is a very interesting sub-
ject. For a good many years back the Master Me-
chanic's Association has discussed it from time to
time but nothing has ever come of it. Chemical
laboratories are a very important thing, the only
sure means of determining the material to be used
for certain things around rolling stock, and their es-
tablishment is not very e.\pensive. It was thought
at one time that this club would get up something of
the kind for the benefit of the club, as it was thought
Mr. Geo. Gtbbs: As I said, I started out to indi-
cate some of the points that might be discussed.
What we want to hear is exact data as to the ex-
perience the other roads have had with testing
laboratories, the amount of force, the amount of
material they handle, the observed bettering in the
character of supplies, etc.
Mr. D. L. Barnes: I would like to ask some of the
gentlemen present it they consider the apparatus'in
the ordinary laboratory sufficiently accurate? It is
my opinion that the apparatus is good enough for all
practical purposes, and the ditfereaces are too small
to have any practical bearing.
Mr. Forsyth: I would like to speak about the
early history of testing, because 1 was connected
with probably the first railway testing room in this
country during the early years of its operation. It
was started at Altoona, in a dingy old room over the
erecting shop, and Mr. G. W. lihodes was the first
railroad engineer of tests. He was afterwards fol-
lowed there by Mr. J. W. Cloud, and for a time they
were the only ones in charge of the department. I
went there sooi; after Mr. Cloud, and the only ap-
paratus we had was an old machine operated by
nand, and that machine was used for tensile and
transverse tests for probably a year or two, perhaps
longer than that. Then came Professor Thurston's
oil testing machine, which was a small apparatus,
about as large as the electric fans now used lor ven-
tilating. We used that probably over a year, trying
to get some results from it. That was followed by
Professor Thurston's torsional machine for measur-
ing the work done In breaking a specimen. In
course of time we accumulated sufficient know-
ledge on the subject to begin to make speci-
fications, and the result of those specifica-
tions was not only a benefit to the railroads
but also to the manufacturers, for it taught them
how to make better material. That is the way it
went until quite a number of railroads now have
their testing departments. About 1S76, I think.
Doctor Dudley was put in charge of the chemical de-
partment, and he, I think, was the first railway
chemist that was employed in the United States.
If any of you want to read an interesting record of
the work done at the Altoona chemical laboratory
you will find started in the Engineeringand Railroad
Journal a aeries of papers which Mr. Dudley and
his assistants are now writing. The test rooois hav-
ing gone through this period of establishing specifica-
tions and testing materials to those requirements,
the work had virtually gotten into a state of routine,
so that the principal occupation of the engineer of
tests and the railroad chemist is simply to see
that tne material meets the requirements.
Now, of course, that is one of the most useful and
legitimate purposes of these testing laboratories, but
I think that they have a larger and equally import-
ant function in original research, ana that the mat-
ter of testing to meet specifications should be dele-
gated to an assistant, and the man in charge should
be allowed to devote a large portion of his time to
original research. The result of this routine work
that I spoke of is that we have been testing oils for
lubrication for fifteen years, and I think I can safely
say that neither the railway chemists nor engineers
of tests know very much about lubrication or the
qualities of oils u»ed in lubrication. What we want
to get at is what is the best oil which can be furn-
ished, say for one dollar, and give the most and
best lubrication. So I suggest that as one of the
subjects which the committee of the Master Car
Builders' Association on tests should emphasize in
their report, and that they recommend that the
people in charge of these laboratories begin some
further original reseach on the subject of lubricat-
ing oils. In the matter of metals— iron and steel,
I think the test rooms can be given a great deal of
credit for our knowledge of the quality of steel, and
it is largely due to them that steel has been more
generally introduced in the construction of locomo-
tives and many other railroad structures, but I
think there still remains something to be learned
about the resilience of steel and its other qualities,
because in spite of the best kiiowledge we can get on
the subject it is a fact that, although steel is recog-
nized as a superior metal to iron, some of our best
railroad men prefer for some parts to use wrought
iron. In the matter of testing machines for metals
I think very litttle further remains to be done. The
machines we use in this country I think are far
superior to those used abroad. The Riehle and the
Oleson machines are good enough for use on rail-
roads and the Emery is certainly adequate for the
most refined investigation.
Mr. C. A. Schroyer — I would like to ask a question
regarding an apparatus for testing the lubricating
qualities of oil. We have tried different kinds of
oil in our service, and one person will say to me that
he considers lard oil the best lubricant there is on
the market; another one will say that he considers a
superior grade of tallow better than lard oil, and I
have some of the "black oil" men come to mc and
show reports made by some of our scientific men
showing by comparison that the petroleum oils that
are on the market bear a ratio of 140 as against lard
oil at 100. I don't take very much stock in those re-
sults, for the reason that the machines on which
these tests are made are very unreliable. I would
like to ask Mr. Forsyth if on their apparatus they
can get the same results two or three times with the
same kind of oils.
Mr. Forsyth — We have done that repeatedly.
Mr. G. H. Ellis— We have in our laboratory what
is known as the Thurston oil tester, and we have
been making tests of every specimen of black oil that
we have received for the last year and a half. The
results that we have obtained are merely compara-
tive, that is, the machine does not show exactly how
those oils would work when in service, but we do
claim that we can tell something of the comparative
worth of oils, when we run that machine under the
same circumstances, that is, with the same person,
same pressure, s^me amount of oil used and the same
temperature. In our laboratory we make these tests,
and compare them, using lard oil as a standard. We
have had oils that go far below that, and oils that go
above that. I wish to say a word or two also in re-
gard to laboratories in general. The fact that there
are eight or ten laboratories now in good working
order organized in the country seems to be a proof
that they are of benefit to a road, and I think it has
been well pointed out to us that the work naturally
comes under two heads, routine work and original
investigation. The routine work, as has been said,
naturally comes down to mere tests which ordinary
help can do, and it can well be left to assistants.
After a laboratory has existed some time, and those
in charge of it begin to know their business, It is
very seldom that they get bad supplies. I am speak-
ing now of paints and tallows and some kinds of oils.
As regards original investigation, I would also add
that is of very great importance. It is conceded by
some railroad men that that is the most important
part of a railroad laboratory, and that the routine
work should be made subservient to that. So far as
accepting supplies is concerned, the laboratory is the
watch dog of the road.
Mr. C. A. Schroyer — I am nut yet satisfied. I do
not get the information that I am after. What I want
to know is whether, on the o.l testing machine, with
precisely the same oil, you can get the same result
twice; if you can get them twice you ought to get
them fifty times in succession with that same oil.
Now, is that machine accurate enough to give it to
you':" And in measuring the lubricating qualities of
that oil do you only measure the distance that the
pendulum is thrown around on your graduated scale
or do you show what are the heating qualities of the
oil':'
Mr. G. H. Ellis— We ought to get the same results
under the same conditions and with the same man
working. Tests have been made on the Thurston
machine showing the endurance of the oil. So far
as our tests are concerned, we do not carry them that
far. We carry our test one hour, and it'then shows
us the temperature, and it generally gets to a tem-
iwrature that is about the same. The Thurston ma-
chine is not exactly what it should be, and does not
show perhaps the best value of an oil.
Mr. F. W. Sargent — I have never made en-
durance tests, Mr. Schroyer, but I have made tests
in Comparing different bearing metals. I have had
a constant stream of oil running on the journal, used
same pressure and same speed, and have noticed a
rising temperature, and also the rising friction, as
shown by the pendulum. I have been able to dupli-
cate these results without any difficulty for different
bearing metals, and also duplicate the rising tem-
perature, for instance with the soft bearing 1 have |
made as many as four and five tests from one to two
hours at a tiue, and have found that the same point
is reached in the matter of temperature with thai
bearing— about IGO degrees— and there the coeffioielit
of friction becomes constant, and the temperature
remains the same, it may heat up rapidly
or slowly to that point, " but it will get
there, with the same speed and the same pressures.
I have been able to duplicate my results under those
conditions. But with oil tests I doubt it it can be
done, 'i'ou have no way of keeping your oil on the
journal. It files off, and it is only a matter of time
when the oil is thrown off the bearing, and then your
test is worthless as a test of endurance. We run
water through the bearing, to keep the temperature
at 100 degrees, and we give, as near as we can, the
same speed, and we run the test for an hour, giving
eight ounces of oil per hour, and we find that the co-
eflicient of friction is constant, from one end to the
other, and the difference in the amount of oil is so
slight as to scarcely be noticeable. I think that
results can be duplicated in such investigations, and
that you can get the comparative values of the dif-
ferent oils. I think the machines we have to-day
are accurate enough for practical purposes. We
have two machines— one screw machine and a
hydraulic machine. We check these two machines,
one with the other, and we find them very close to
each other, answering for any lest we want to make
on a railroad lor things received. We test all sorts
of material, the breaking strength of which varies
from 1,000 lbs. up to 200,000 lbs., and we can readily
read our results within a thousand pounds. As to
the laboratory being a check on the goods received,
it is a great check. We send out specific itions,
which have been drawn up on our own experience
and that of other people, to the makers as a guide in
furnishing us with material. Almostany dealer will
say: " We can supply you with material according
to those specifications," but we don't know whether
they can or not, and we can show from our tests
where good companies are away off from specifica-
tions. I recall an instance in regard to material that
we received from a very reliable company some time
ago. We condemned it, not on one test or two, but
on several. We do not try to find fault; we do not
try to condemn; but this material that we had re-
ceived and tested several times proved bad, and was
condemned. Sometime afterwards I saw a repre-
sentative of that firm, and he said it was the first
time he ever had had any material condemned. I
said it was the first time we had ever condemned
their material, but we couldn't keep it. They went to
work and tested some of that material, to check our
results, and they found that we were perfectly right,
and said they were glad we had sent it back. The
fact is that great many of these folks make a test of
a little of it and then don't test the rest. Our fore-
men in the shops are educated up to this point: that
they will not take any material unless they know it
has been certified by the laboratory. The result
is we weed out all the bad material before it is put
in the shop and before the shop has put any work on
it. I remember on one road that I was passing over
some time ago I saw a large number of arch-bars
piled up, that had oeen thrown off. I said: " What
are you going to do with those 'i"' " They are scrap."
"Can't you use them for anything else':"' "No,
they are cracked.'' If that road had made a simple
test they would have discovered the defect and re-
jected them.
Mr. G. M. Davidson— On our road, in addition to
the routine tests which the gentlemen have de-
scribed, we try to do more or less investigating. For
instance, the subject of paints will come up; we want
tokno.why we don't get better service from our
paints. We naturally test the paints we are buying
from time to time; but we also go out and buy other
paints and get samples of still other paints, and try
to find out the reason why some paints will give us
good service and others will not. Then take the
subject of boiler waters; we are accumulating in-
formation on that all the time, and putting ourselves
in a position where we shall be able, .sooner or later,
to take up the purification of feed water. All this
would be considered outside of routine work. We
have found that a great deal can be saved by getting
samples from different manutacturers of different
articles that are in the market, and comparing them
with our own. For instance, take dry pigments; we
sometimes find there is a vast difference in their
price and but little difference in their quality. In
that way we have been able to save a good deal of
money. Then, there are new subjects coming up
from time to time; for instance, wiinin the last two
years roads have been urged to go into the use of
teel axles tor cars. The steel axle men tell one
tory and the iron axle men tell another. On our
road we have made extensive investigations on that
bject, looked into the manufacture of steel axles
am the start, tested them in every way, and for-
mulated for our general manager all the information
ve have obtaineu on that subject. We did all this
n addition to the regular routine work which haa
already been described.
Mr. F. W. Sargent-rOn our road the laboratory
has been in existence for quite a number of years
TKE MASTER MECHANIC.
Januaby, 1890.
and most of these points were taken up a great manj-
years ago and are now an old story. In a new labor-
atory there are many new matters to be investigated,
and not much routine work. Therefore you will find
in the recent laboratories any amount of new investi-
gations in regard to paints, steel, waters, axles, etc.
They are contiually coming up. We have records
that are pretty complete on all of those points. In
regard to axles, we find our method of testing axles
by the drop the best we know of. We test the whole
axle rather than attempting to test part of it. We
have found that scrap iron axles will answer our
purpose and be just as safe as steel axles. In the
future, as the work gets more severe and the weights
are heavier, we may find it an advantage to use steel
axles. We can get iron axles cheaper than steel
axles, and we get what we consider just as good serv-
ice out of them as out of steel axles. We have heard
the laboratory side of the question; now wouldn't
it be a good idea to hear from some of the supply
men as to how they like to have their articles tested?
President Hickey— Mr. Gibbs, will you state for
the benefit of the club what apparatus should com-
prise a fair testing laboratory, aside from the chemi-
cal apparatus.
Mr. Geo. Gibbs— Whenever I see the result of a
series of tensile tests given as figured down to
pounds and two decimal places I immediately begin
to doubt the accuracy of the result. And the same
with water; if I find three decimals in the constitu-
ents, I begin to doubt. The testing machines which
are now employed in railway work are sufficiently
accurate, that is to say, they register what is pro-
duced there, but in some cases do not produce all we
want. The oil testing machine, I think, is a case in
point. The friction which is produced there is
measured to a sufficient degree of accuracy for all
practical purposes. A first-class laboratory should
have a tensile testing machine of 200,000 lbs. ca-
pacity, also a smaller one of .50,000 or 40,000 lbs., and
an oil testing machine. A machine for rapidly test-
ing a considerable number of springs is also needed.
A hundred thousand pounds machine can be
bought, I think, for about $1,000; the 40,000 lb. ma-
chine probably could be bought for $800. The spring
testing machine should not cost as much as that.
Mr. F. W. Sargent— I made a rough estimate some
time ago as to the cost of a physical and chemical
laboratory and I found it would take from $4,000 to
$-5,000 to equip one to do ordinary work. I should
think $4,000 at least would be the figure. Regard-
ing oil testing machines, it seems to me that you
cannot get accurate results on a machine designed
like the Thursteu oil testing machine. I think the
viscosimeter embodies the true principle. It records
the How of oil and it can be compared with the curve
you get from the friction machine.
Mr. D. L. Barnes — I would like to call attention to
the necessity of accurate manipulation of testing
machines. It is only within the past two years that
we have been able, for instance, accurately to test
the tensile strength of cements. It has been believed
that the strength of cements varies largely, even
under the same conditions; now, after experimentr
ing a long lime, we find that that apparent result
was entirely due to the apparatus and the manipula-
tion thereof, and that after correcting that, cements
mixed under the same conditions differ in tensile
strength only two or three per cent., whereas they
formerly showed a difference of 15 to 20 per cent.
Adjourned.
Kew England Railroad Club.
The December meeting of the New England Club
was devoted to '-Signals and Signaling.'' Mr. R. H.
Soule, of the Union Switch and Signal Company,
read a long and exhaustive historical paper on this
subject. We find it impossible to find space for this
paper and discussion in this issue. "Notes of Foreign
Travel" will be presented at the January meeting.
The following circulars of inquiry from com-
mittees of the Master Mechanics" Association have
been issued:
1. Do you consider it an advantuRe to place the flre-box
above the framoi If so, please slate your reason.
2. Do you experience any more difficulty 'u keeping mud
4 Is your rinK set level or does it drop in front! If so,
how much! If you drop in front, please state your reason
for that method of construction.
S.'Are your mud rings double riveted all around, or only
«. In placing the firebox above the frame, does it run
straight across, or drop in middle — _— !
T What depth of Hre-box would you recommend!
S. Does your firebox stand level, or do you dish your
frame toward the front end!
9. What increase of grate surface do you obtain by rais-
ing fire box above the frame!
lU. Do you experience any more trouble with driving
boxes healing with lire- box above frame!
11. Do you ha
with flre-box al
diameter of flu(
12. Do you use water bars or grates, and for what kind
of coal!
13. Do you use brick arch with fire-box above frame i
14. Please stale in a general way what advantages or
disadvantages, if any, you have derived from placing fire
box above the frame.
In answering foregoing questions, please send blue
prints and give full information.
Fked. B. Griffith.
James MvCBETH,
W. A. FosTiit,
L. F. Ltne,
Committee.
Replies to be sent to Fred. B. GrifHth, M. M., D., L. &
W. Ry., Buffalo, N. Y.
TO PREVENT CORROSIOX OF WATER TANKS.
What is the best means and the economy of preserving
locomotive tanks from corrosion ?
Have you, in repairing tanks, used any method or device
to prevent the corrosion usually observed on top sheets,
and those sheets forming the coal pit! If so, please inform
your committee of the same, and the additional cost
incurred in securing the best results; and if of a metallic
or other form of preventive, please send sketch or blue
print of same.
If members know of any means of preserving water
tanks not referred to in this circular, they are requested to
send particulars.
W. J. Robertson,
Albert Griggs,
O. Stewart,
Jerome Wheelock,
Committee.
RepUes to be sent to W. J. Robertson, Supt. M. P., C. V.
1. Are you in favor of an axle for heavy tenders with or
without end collars!
2. If in favor of an axle with end collars, please give
figures for the following dimensions : (a) Diameter of end
collar; (b) diameter of journal; (c) diameter of dust-
guard seat; (d) diameter of wheel-seat; (e) diameter of
center of axle; (f) length of end collar; (gj length of
journal; (h) length of dust-guard seat; (i) length of wheel
seat; (j) length from centre to centre of journal; (fc)
length of axle over all.
3. If in favor ot a collarless axle, please give the dimen-
sions as above, except the (a) and (/). Also kind of end
stop and manner of fixing same.
Which one of the three forms in use (given below) of
do you approve! And
form of axle between the
why!
3£
of weight on journals per square
nderstands one that,
. , . - - - .600 gallons
,000 pounds of coal. The committee desire
all the Information they can get on this subject, and to that
ned they request that your answers be not confined to the
questions in the circular.
(Signed) W. Swantson,
W. Garstang,
Jas. Maglenn,
l. r. pomeroy.
Answers should be addressed to Wm. Swanston, M. M.,
Chicago, St. Louis & Pittsburgh Railroad, Indianapolis,
THE MASTER CAR BUILDERS' ASSOCIATION - AH
NOUNCEMENT OF ANNITAL CONVENTION OF 1890.
Under the duties imposed upon the Executive Committee
by by. law No. 3, this committee announces that it has
selected Old Point Comfort, Va., as the place for holding
the next annual convention of the Master Car Builders'
Association, commencing on Tuesday, June 10th, lb90. The
headquarters of the association will be at the Hygeia
Hotel, the management of which has named a uniform
rate of » per day for all who attend the convention. The
Committee of Arrangements consists of Messrs. Wade,
Day and Demarest, but members who wish to engage rooms
in advance shou'd address Mr. F. N. Pike, manager Hy-
geia Hotel, Fortress Monroe, Va.
The Executive Committee regrets that Charleston, S. C,
the place selected at the last convention, is ineligible on
account of insufficient hotel accommodations for a fairly
well attended convention of the association, because the
committee realizes that the well-known hospitality of
Charleston would have ensured a pleasant reception to the
The committee al.so found Lookout Mountain, near Cha
tanooga, Tenn., ineligible for the same reason; when tl
new hotel, now being built at this point, is completed,
will probably be capable of accommodating the associ
tion, and although the management promises to have
opened in May. the Executive Committee thought it be
to select a place where the necessary accommodatioi
already exist.
Buffalo, N. Y., was mentioned as one of the three pla
for the Executive Committee
consider, but the subse-
quent action of the convention, restricting its choice to
Charleston and the manifest desire on the part of many
members to go South in isiio, have led the committee to
disregard Buffalo, believing that by the selection as above
announced it meets the wishes of a larger portion of the
membership than could be done by the selection of any
other place.
Mm. McWoon
, S. Lentz,
^M. FORSTTH
E. Cham
C. A. Sci
E. W. Grieves,
KiRBT, J. W. Mardex,
BisSELL, R. C. BL.tCK.4LL,
F. D. Casanave,
Executive Committee.
COMMUNICATIONS.
To the Editor of The Kailwaj' Master Mechanic:
The subject of "Joint Inspeciion" is not anew one, al-
though the " railway press'"" have but recently commenced
to discuss it. It is admitted by all well-infonned railway
men that joint inspection is the proper solution of the many
difficulties arising in the interchange of cars, at junction
and terminal points. The leading question is, which is the
best of the several systems of joint inspection now in use.
The writer has a plan in mind, and with your permission,
he would like to give it to your I'ailway readers.
It is as suitable for a large railway center like Chicago,
as it is for a small two road junction point. The best rei>-
reseutation of it may be found at Detroit, Mich., where aU
the railways centering there are regulated by it, and with
one joint inspector or arbitrator. It has been in operation
there for five years very successfully. As evidence of its
satisfaction and success, not a single dispute has arisen be-
tween any of the railways, party to the agreement, neither
has there been any complaint from the transportation or
freight department (which is saying a great deal), har-
mony prevailing between all departments and roads ever
since joint inspection went into force.
It IS operated as follows: The Master Car Builders' Asso-
ciation code of rules govern the joint inspection. The joint
inspector or arbitrator is appointed by the master car
builders of the railways interested. AU complaints
against him are referred to and dealt with by
the said master car builders. He has general
supervision over all freight car inspection, decid-
ing any disputes between the different railways. Al
though he has no authority to discharge any of the-
inspectors, he is authorized to maintain a uniform system
of inspection in the different yards, through the car fore-
men, the latter having direct charge of thej car inspectors
in their yard.
The manner of inspection is as follows : On arrival of a
train it is inspected by the men in the yard it arrives in,
who mark off any defective cars. Repairs that can be
done at once without being sent to repair shop or transfer
shed are done by the inspectors, where it will not interfere
with their duties as inspectors. The cars passed, on being
delivered, are again inspected by the receiving railway
inspectors, and if any defects are detected that the deliver-
ing railway has overlooked or neglected, the attention of
the joint inspector is called to it, and if he decides that the
repairs shall be done by the receiving railway he gives
them an "order" to charge the delivering road. In case
the joint inspector is not at hand the repairs may be done
and the broken parts kept for him to decide by and give an
order for charges.
It may be imagined that this self or first inspection will
be done carelessly and many defects passed on to the re-
ceiving road to repair, but the joint inspector's "order"
for charges against the delivering road is a check for any
neglect of this kind. These orders are sent in monthly to
the delivering road, and if the head of department
finds that the charges against his road are
greater than his against the receiving road,
he is very apt to call his car foreman
to account for it. Of course this puts each car foreman on
his mettle to keep down the charges against his road to a
minimum. The result is very close inspection on both
sides. If the defects of a car are of such a nature as to ne-
cessitate the transfer of the load, this can only be done by
order of the joint inspector; or if he is not at hand the car
foreman of the yard where defects are discovered can give
the order, subject to approval of joint inspector, the trans-
fer to be charged to the delivering road. If the defects are
detected by the receiving road and the car be-
longs to the delivering or a preceding road it can be sent
back to the delivering road for repairs, after it is trans-
ferred. The delivering road is responsible for overloaded
cars. In the interchange of car. "pass cai-ds," are used
only by the authority, and over the signature, of the joint
inspector.
A few of the advantages of this system may be men-
tioned : tirst, it takes less inspectors than when the inspec-
tors are under the joint inspector only, because the same
inspectors that do the interchange inspection, can be and
are used for local inspection, also for doing running repairs-
jANtJABY, 1890.
THE MASTKR MECHANIC.
This is not the case with the other
double inspection, which insures c
order, especially when it is some distance between deliver-
ing and receivinfr yards, or there is considerable switch-
ins to be done, which is quite often the case. Many re-
ceiving roads have to maintain a separate set of inspectors
to insure their trains leaving in good order on account of
the hard usage cars get after inspected and before leaving.
Third, cars having defects that may have been overlooked
or neglected in the first inspection, are detected and re-
paired by the reviving road, whereas in other systems the
defective car when found would be returned to the deliv-
ering road to be repaired and very likelv a dispute would
arise as to the responsibility of the defect; this is not an
uncommon occurrence not a thousand miles from Buffalo.
Fourth, the dispatch with which freight is handled; there
are no unnecessary delays, all the roads interested work-
ing as one body, under the joint inspector, to further the
general interest. No thought of undue advantage is en-
tertained.
C. B.
A car wheel dressing machine of remarkable
power and efficiency is now in Chicago, and is being
inspected by frequent delegations of railway officials.
It is the invention of Mr. G. W. Miltimore, of Ar-
lington, Vt., who has been engaged for some years
in developing the principle, and has during that
pei'iod constructed several machines, each being an
improvement upon its predecessor in power and
capacity. The tirst printed description of the new
and unique method of dressing car wheels developed
in these machines was published in the May number
of The R.\ilwav Master Mechanic for 1887.
In all the car wheel dressing machines now in use
the material which must be got rid of to true up a
wheel that has become unfit for service is removed
NATIONAL WHEEL DRESSING MACHINE.
by grinding. In the National machines this ma-
terial is melted or burned off. Instead of the emery
abrading wheels, with their comparatively slow
revolutions ana results, these machines perform
their work with metal disks revolving with high
velocities and doing their work in minutes instead
of hours.
The metal disk, which is the central feature of the
machine, is about 4 ft. in diameter, and is composed
of a soft steel tire strongly attached to a wrought iron
center. As this disk is run up to a velocity of 3,000
revolutions per minute, it is, necessarily, constructed
with great care. As a matter of fact, it is never
called upon to endure more than one-third of the
centrifugal strain which it is capable of resisting.
The shaft, bearings and all the details of the ma-
chine are carefully designed to endure this high
speed. The arrangements by which the bearings
are kept cool while the periphery of the disk has a
steady velocity of about 600 ft. per second are simple
and effective.
The disk 'is somewhat thicker than the width of
the tread of a car wheel, and its face has the outline
of the standard M. C. B. tread, except that the part
corresponding to the flange is sunk in the face in-
stead of projecting from it. In other words, it cor-
responds to the mould in which a car wheel is cast,
so that when the wheel which is to be dressed is
brought up to the disk its flange enters the corres-
ponding depression in the disk, thus bringing the
entire surface of flange and tread into contact with
the face of the disk.
In operation the car wheel is hung by its axle, in
bearings which are devised to insure exact center-
ing, in front ol the disl<, and brought up to contact
with it as soon as the disk attains its working veloc-
ity of 3,000 revolutions per minute. In this position
it revolves slowly in the same direction with the
disk. Although the surfaces merely touch each
other, the tremendous velocity of the disk develops
intense heat at the point of contact, and the metal of
the wheel is burned or melted ofl", making a veri-
table torrent of fire as the incandescent particles
stream downward from the pcint of contact between
the disk and wheel. The disk does its work with
great rapidity, although the time required to dress
a wheel depends, of course, upon the amount of ma-
terial to be removed and also upon the hardness of
the tread. The wheels shown in the diagrams re-
quired 10 and 15 minutes respectively. We have
seen a steel tired wheel, of average hardness, •
turned down in seven minutes. New chilled wheels
can be dressed to perfect roundness and given the
hard surface with great rapidity. With a new and
still larger machine, now finished and soon to be set
up, it is expected to finish a wheel in five minutes.
With two disks a pair of wheels ought to be placed,
dressed and removed in ten minutes. The machines
are designed to dress driving wheel tire, as well as
car wheels, and the saving of time in such work by
this method must be of great value. A special
value, in addition to the saving of time, is claimed
for this process on account of the singular hardness
of the surface which it leaves on tread and flange.
This surface on the finished wheel is so hard that a
file will not touch it, and there is jjositive evidence
to sustain the claim that this intensely hard "skin"
resists for a long time the wear of service, and thus
adds materially to the life of the wheel. The master
mechanic of the road on which the first wheels ever
14
THE MASTER MECHANIC.
Januakt, 1890.
dressed by this piocess were put into service, re-
plies under date of December 23 to an inquiry from
The Railway Master MECHAsnc as follows:
The Miltimore tire dressing machine is a wonder-
ful device, and I must acknowledge that tires turned
by this process are finished better and left in condi-
tion to give better mileage than is the case with any
other process known to me. Also the smoothing up
of the tread of cast iron wheels by this machine is
certainly of great benefit both to the life of the wheel
and the "smoothness of its running under a car.
From another source we learn that a chilled wheel
on the Canadian Pacific which had been taken from
the scrap pile and trued up in this machine was re-
cently broken up after running 14,000 miles, and it
was found that at one place in the tread the original
wear (before dressing in the machine) had extended
through the chill to the soft iron. The hard skin
left by the process had, however, resisted the wear
of 14,000 miles of service so that no flat spot was
caused, and the fact that the original wear had ex-
tended through the chill, was not discovered until
the wheel was broken up. This is a remarkable
Statement, but it is certain that the surface left by
this process is intensely hard, and the evidence so
far obtained all goes to show that it adds consider-
ably to the mileage of wheels in service. This hard
surface is produced ofl both steel-tired and chilled
by the Miltimore process.
, MAGNOLIA METAL.
In these days when greyhounds of the sea are
steadily reducing the time of passage from continent
to continent it has been learned that the most pow-
erful boilers and engines and the finest lines in de-
sign are comparatively useless for " record-break-
ing " unless the bearings of piston rods, shafts, etc.,
are of such material that heating will not result from
high speeds. In a number of recent cases voyages
have been prolonged hours, and even days, because
the builders of the machinery did not line import-
ant bearings with the very best anti-friction metals.
It has been found that the old kinds of bearing
metals, which proved successful with the pressures
and speeds of ten years ago are not adapted to the
most recent construction. New conditions have
called for a soft metal which should be much su-
perior to any of the older compositions.
To meet these requirements, Magnolia metal has
come to the front, and it is asserted that of two
modern steam ships, one having Magnolia metal in
her journals, and the other fitted with any other
bearing metal, the former will gain on the latter
from a halt knot to one knot per hour during the
voyage. It is stated, as a fact, that the speed of some
of the newest and swiftest ocean steamers has been
materially increased by substituting Magnolia metal
TIKE INDIUA'IOK CAKDS.
Shmeing work done by the National Wheel Dressing Machine.
before dressing and dotted lines after. Both wheels Midvale steel tired, 33 in. dia. Tire
before dressing, 8 ft. 83j in. after dressing; time consumed Id dressing, 10 minutes,
in. before dressing and 8 ft. s', in. after dressing; time consumed in dressing 15
[Solid Unes show
No. 1 — circumference. 8 ft.
Tire No. 2— circumference,
minutes. J
Of course such a machine requires considerable
power. The one now in Chicago is run by a 160
horse power engine. But the rapidity with which it
does its work and the increased durability which (it
now seems certain) it imparts to the wheels, make it
an important labor, time and money saving device.
In a short time a large number of wheels dressed by
this process will be running on some of our western
roads, and the value of the invention will be fully
demonstrated. It is believed that the process will
prove very valuable when applied to sheets of steel
and iron.
The National Metal Dressing Company has been
organized in Chicago, with offices in "The Rookery,''
rooms 80.5 and 807. Mr. F. M. Atkinson is vice presi.
dent and general manager.
Expiring Railroad Patents,
[Furnished by F. H. Brock, patent attorney. IW9 F. St.,
Washington, D. C. These patents are now free to be
manufactured by any one. Copies of any patent fur-
Snow plow, J. S. Munson.
Car axle, G. W. Miltimore.
Car brake, W. Nelson.
for the compositions originally put in the bearings
by the builders. The swiftest of all the ocean racers
—the City of Paris— has this metal for its bearings.
It is also stated that the adoption of this raetal by
the United States naval department has resulted in
entire freedom from hot journals, and in an appre-
ciable increase of speed. The tests made under the
supervision of this department which led to its adop-
tion by the government have been mentioned in this
paper. The following interesting item was recently
published:
The beautiful new steamship " Kaiser 'WilHam II.," of
ths North German-Lloyd line, on her first trip to this coun-
try, several weeks since, was detained two days on the
way from hot journals. On her arrival the chief engineer
caused the steamship's journal bearings to be lined with
Magnolia metal. She sailed while the great storm was
raging that wrecked so many vessels and devastated the
Jersey coast about three weeks ago, and arrived in Europe
on time without suffering from hot journals at all. The
MagnoUa metal went into her thrust bearings. This is
of the severest tests that an aQti-friciion metal could be
put to, because the "Kaiser William II. 's" journals were
badly cut up by the metal that was taken out which caused
the detention, and the Magnolia metal had to stand that
disadvantage to begin with.
Endorsements of the claims of this metal have been
given by the German government as a result of tests
made at the royal gun manufactory at Erfurt and on
the Buckau Magdeburg Railway. Robert H.Smith,
professor of engineering, Mason College, Birming-
ham, F.ng., under date of September 21, 1889, con-
cludes a report embracing between S,000 and . 4,000
tests of Magnolia metal as follows:
The general conclusion at which I have arrived from
tlM'so experiments is that Magnolia metal is a very excel-
lent uiaterial for bearings; that its special good qualities
appear more particularly when it is subjected to intense
pressure, such as could not be borne by other metals with-
out firing or melting, and that under very trying circum-
stances the Magnolia metal may be trusted to remain cool;
that is, at a temperature that does not interfere with good
working.
The results of the most recent comparative tests of
this metal made by Mr. H. G. Torrey, who for 30
years has been assayer at the U. S. mint in New
York, are given in the following report underdate of
November V:
New York, November 7, 1889.
etal Co
Ge.vtlemex— At your request 1
tion tests of journal bearing metals. Those selected were
your own Magnolia metal, taken from the stock as made
day by day, and Hoyt's genuine babbitt and the de-oxidized
genuine babbitt, the latter two supposed to be the best of
their class. The machine used was a 5 in. collar keyed on a
3 in. shaft lubricated with sperm oil, 5 in. collar running in
With light pressure and slow revolutions of shaft the
metals showed little difference but, with rapid revolutions
and heavy pressures. Magnolia metal showed great superi-
mi,
.: = . = : = :=!
iiiiiiiii
1
iiiiilili!
' if
11
. i i
i
II
hm\\\
111
1
m
l^il
=ss§ssgss
j
i
Respectfully, H. G. Tokkey.
Cn.iui.Es T.iYLOR. assistant.
Under date of November 18, 1889, R. L. Peck,
chief engineer of the steamer Owego reports a suc-
cessful trial of Magnolia metal on the low pressure
crank pin on that vessel, which is of 2-500 tons bur-
den. The crank pin is 14 in. in diameter and 16 in.
long, and had melted out a lining of Post's Zero
metal on the previous trip, which was the
first in which that metal was used. The re-
port, taken from the log record, shows that the Mag-
nolia metal succeeded perfectly under very adverse
circumstances.
In conclusion, it can be truthfully said that the
company which is offering Magnolia metal to the
railways, electric light companies and manufact-
urers of this country have from the first adopted
the policy of obtaining comparative tests wherever
possible, of welcoming the examination of and experi-
ments with the metal by well known scientific and
practical experts, and of giving the results of tests,
etc., the widest publicity.
We regret to learn of the death of Mr. William Purcell,
for many years the popular janitor of the New York Rail-
road Club. He died December 20, 18SH, of heart disease.
Mr. George H. Baker, whose method of instructing the
engineers and firemen of the "Q" system in the econom
ical use of coal and steam, has been referred to in those
columns, has been appointed master mechanic of the West-
tern Railway of Uruguay, a government road soon to be
built.
THE MASTER MECHANIC.
IMPEOVED "HEATEB" SWITCH LAMP.
heater" switch lamp, manufactured by Post &
inciunati, O., is ingeniously constructed to pre-
vent congelation of oil
in the very coldest
weather. Its distinct-
ive features are shown
in the cuts. Each of
the two tubes is continu-
ous. The longest end
■ xtends up into the
"jack" of the lamp.
.\s the greatest heat is
at that point, it will be
^el•n that as the air in
the up[>ei' end of each
tube becomes hot a cir-
culation is established.
Warm air from near the
lamp llame enters each
tube at its flaring end
to replace the hot air
nsion in the upper end of the
tube. The air which enters the short end of each
tube is sufficiently hot to warm the oil in which the
bend of the tube is submerged. It is stated, after
full tests, that this device will Keep the oil liquid
even in the worst Dakota blizzard. The arrange-
ment and position of the heat-
ing tubesissuch.that.no carbon,
it is claimed, is deposited on
them, and the tubes cannot be-
come clogged. The flaring ends
of the tubes can be turned away
from the flame, so as to prevent
the entrance of the heated air
in moderate weather. The
heater is applied to hand lan-
terns also and all kinds of train
signal lamps. In the north-
west and other regions of this
country where there are, every
winter, periods of cold so in-
tense that mercury freezes,
such a device is a necessity in
bnth lanterns and railway
yards. We are informed that
this invention has been tested
under all conditions with satis-
faction, and it has the presump-
tion in its fa\or which arises
from the fact that it is manufactured b;
and highly reputable house.
ill known
A NEW WINDOW HOLDER AND ANTI BATTLEK.
A device which should commend itself to all rail-
way men who believe that the best way to increase
passenger earnings is to study the comfort of the
traveling public has been invented by Mr. D. E,
jje„„„„ of Te--e "au*e '-d ""d '■= m"""f'u;t"red
by the Ti-iie Haute ImpiOM.mLnt I. ompan^ of that
This device which we illustrate is claimed and
appi II to b in I ffectue cure of loose windows and
This device permits the window to be opened and
fastened at any desired height. Attention is also
called to the claim that the bearing of theiubbti
tired roller against the sash enables the window to
be raised more easily and prevents the binding of
the sash in the frame, which is so vexatious.
HORIZONTAL DKILLINO AND BORING MACHINE
The accompanying illustration shows a now hoi i
zontal drilling and boring machine, as built bx the
Belts Machine Company, of Wilmington, Del This
machine. No. 2 size, and the smaller size made by
this company, are already well known to machine
tool users, and have been most favorably received
The company have lately added several improve
ments which increase the capacity and convenience
of these excellent tools. • •
The driving done has five speeds and is back
geared, giving 10 speeds in either direction to the
cast iron shell through which the steel spindle has
always a full bearing and by which it is driven. The
stool spindle is provided wibh a set of properly pro-
portioned feeds, automatic in action and instantly
connected or disconnected as desired. Both a slow
and rapid hand motion is also provided. The spindles
after being fed through its full stroke, can be left in
angle with the bed. An arbor carrying a circular
cutter is held in the centers of the lathe. The long
level IS moved hoii/ontallj to open the jaws for in-
set ting and lemoMn^ the MI ws md downwaid to
bring the screws to be slotted against the saw. The
stop screw shown governs the downward motion, and
thus regulates the depth of slot in the screw head.
The working part of the apparatus can be raised or
lowered on the platform front by means of the bolt
HORIZONTAL DRILLING AND BORING MACHINE.
vs so loose that driits ol snow will collect on the
sills in a driving snow storm. Such windows are a
menace to the health of every traveler as well as a
reproach to the officer who is responsible for the con-
dition of pa.ssenger car equipment. That no small
amount of. fuel is wasted on account of such windows
is certain, a waste which wouldtbe obviated by the
use of a device like the one illustrated.. J
position, while the feed slide is disconnected, moved
back and secured to it at another point, thus enabling
the machine to bore in length up to twice the ordinary
capacity of the machine.
The spindle is provided with a truly bored taper
hole to support one end of a boring bar while the
steady rest carries the other end. The facing head
fits on the end of the cast iron driving shell and is
driven therefrom; it in no way interferes with the
tree use of the spindle, and both can be used at the
same time; any ordinary lathe tool may be used in it,
and the amount of room needed for its swing is con-
stant and much less than in the older style, thus
allowing the table to be set up closer tu the spindle.
The long table is raised and lowered by power, and
is provided with the usual arrangement of compound
tables on top of it; those tables are adjusted with
.screws, can be firmly clamped in position, and are
provided with ample means for securing work.
The machine is especially designed for handling
a heavy duty with rapidity and accuracy, while at
the same time it presents a neat and substantial ap-
pearance. The builders will be glad to furnish at
any time additional information to those desiring it.
SCREW SLOTTINQ DEVICE.
The screw slotting device shown in our engraving
is designed to replace the expensive appliances fre-
quently used for slotting the heads of screws. It
can be attached to any ordinary hand lathe, and is
belived by its designers to be more efficient for the
purpose than any machine heretofore made. An
active boy can with this device slot from ten to fit-
teen thousand screws per day. A single bolt fastens
the platform A of this apparatus to the bed of a hand
lathe, the long lever projecting in front at a right
C. This device is made by the Brown & .Sharpe
Manufacturing Company, of Providence, K. I.
THE NEW SHOPS OF PEDBICK «t AYEB.
The firm of Pedrick & Ayer, of Philadelphia,
whose machinery is so well known to most of our
readers, have recently moved into new quarters.
The new building is located very near the old one,
and was designed specially for their work. It is
now two stories high, built in a very substantial man-
ner, and with the view of making it a four story
building in the near future. Though less than three
months in the new building, their orders have been
so numerous that the architect already has orders
for the completion of the two additional stories.
From a reference to the plans it will be seen that
the first floor, 11)0x40 ft., forms the main shop. It is
lighted by windows at each end of the room and by
two large light wells with skylights above. The
arrangement of machinery and the facilities for
handling work are excellent. The iron columns
which support the floor beams are almost without
exception supplied with cranes, as shown by dotted
circles. Two lines of main shafting are used, one
along each side of the shop, alxiut fi ft. from the wall.
The engine and boiler are located at one end of the
building in a room which is partly above and partly
below the main floor. The engine is a 12x24 in. Cor-
liss of their own build. The floor of the engine and
boiler room is made of heavy planks laid upon a
thick layer of iron slag and asphalt. A dynamo
located above the engine room on the .second floor
furnishes current for over 100 incandescent lamp-
throughout the shops.
The engine room Is partly above the main floor
and the space over it has been utilized in the mos-
THE MASTER MECHANIC
NEW SHOPS OF HEDRICK & AVER.
Planei-s; /!, Lathes; C, Boring Mills; D, Universal Milling Machines; E, Screw Cutting Machines; G, Vi
ler. Its roof or ceiling has been cov-
ered on top with a layer of clay and earth and a
blacksmith's Are placed there. The stack from the
boiler is a '20 in. sheet iron pipe inside of the chim-
ney in the corner of the building-. The products of
combustion from the forge pass out around the out-
side of the 20 in. tube. As the chimney is kept hot
by the gases from the boiler, there is always a good
draft,even when the forge tire is first lighted, so that
smoke never goes into the shop but always up the
chimney.
The second floor is at present used for lighter
work. On this floor directly above the engine room
is the patti'rn shop and ;tt the front of the building
are thi' on'.- mimI .Iinwing room. The latter are
all fini>li !n hard wood. The sanitary
arrangini : Hint, and the shop is in all
respect>v,- : v.ip, :i -ludy. There is abasement
under a small portion of the main floor near the
elevator and in it castings are stored. Two bins
with small trap doors in the main floor give storage
for cast iron and wrought iron chips.
The firm are just about to ship a large order to
the Union Paciflc road, including nearly a full line
of their railway shop tools, such as valve seat planers,
milling machines, cylinder boring machines, etc.
They have recently received so many inquiries
about link motion machines suitable for giving in-
struction that they have recently designed and built
one. It is about half size of an eight wheeler valve
gear, and is not meant to be used to take records of
all valve gears, but simply to give practice in adjust-
ing a valve gear, and everything that can be done
with a locomotive gear can be accomplished with
this. Al a reasonable cost a machine can therefore
be made which will be excellent as a means for in-
structing engineers and others about the peculiari-
ties of the link motion.
SUPPLY TRADE NOTES.
—The Dayton Malleable Iron Works have just been
quipped with vi r.v c..iii|iletc appliances for extinguishing
fires. 'I I ■ I ow ortranized for flghiing Are,
and re^ii It is worthy of mention that
the mall . ■.< irks not only pay the men in
full for 1 1.' Ill ■.'■ drills, but also give special
rewards for i.fflrii-ii.-.v in thi-m.
— No matter how often one calls at the office of the E. D.
Albro Co., at Cincinnati, there is always something new in
the line of beautiful woods or veneers to be seen. Quite
recentlj- the company received a lot of Sau Domingo ma-
hogany, which is greatl.v superior to the growths us
found in the market. The pi'inia vera or white maho
furnished by this concern comes from the west coa
Mexico and is much finer than that obtained on the east
coast, where our supplies of this wood have generally
hitherto been found.
—The completed machine for rolling armor plate, just
finished by the Niles Tool Works for the navy yard at
Francisco, weighs *M,000 lbs., or 64,000 lbs. more than
figiired. The two largest rolls weigh Ki.dOO lbs. each,
three of the rolls were forged by the Cleveland City Forge
& Iron Co.— a work which that concern has a right to be
proud of.
-Mr. Hugh McMillan has been succeeded in the presi-
dency of the Williames System of Railroad Car Heating,
by Mr. John S. Clark of Boston. The office of the compan.v
has been removed to S9 State street of thai city.
—The Schoen Manufacturing Co., of Philadelphia, whose
business is the manufacture of articles in pressed steel for
railway equipment, have decided to move their plant to
Pittsburgh. The capital stock of the company has been
increased to *:W0,000, and they are now engaged in erects
ing fire proof iron buildings in Pittsburgh, and have made
their contracts for a complete plant on the hydraulic sys-
tem. Everything is to be first-class, and they will have
the capacity to turn out from 40 to 50 tons per day of the
articles they manufacture. Mr. C. T. Schoen, of Philadel-
phia is the president, and Mr. Henry W. Oliver, of Pitts-
burgh, vice president of the company. The works will be
located adjacent to those of the Oliver Iron & Steel Co.
—The Westinghouse Machine Company beat its record in
sales of Westinghouse engines in November, 104 engines,
comprising 39 compounds, 31 standards and 34 juniors, and
aggregating 7,180 horse power.
--The Consolidated Car Healing Company, of Albany,
has absorbed the Automatic Car Coupler Heating Cumpany,
of Detroit, Mich., and has acquired the ownership of the
"Peerless coupler" and other valuable appliances.
—The Buffalo Forge Company have prepared a notably
tasteful little pamphlet containing fac simile letters from
users of their blowers and fans. The letters given are
from representative firms and fully substantiate the claims
made for the Buffalo blowers and fans.
—Mr. R. B. Owens is no longer with tho the Williames
System of Railroad Car Heating— his contract of service
with that company having expired in November.
—The Cleveland Twist Drill Company has been for some
months fully settled in its new works at Lake and Kirtland
streets, Cleveland, and is having a prosperous season.
The main building is of brick. 100x35 ft. on the ground, and
is thre(t stories high. The forge and tempering shops
covers 75 x 35 ft. additional. Every corner of the building
is now occupied with machinery, etc., and it will not be
long befpro the company will have to use some of the sou
X .50 ft., which is still unoccupied. The business of the
company with the railways is steadily increasing.
—A Tripp anti-friction journal bearing was recently ex-
amined after making 65,001.' miles, and it was found that
the roller bearings showed less than 1 t>4 in. wear and were
in all respects in good condition. This bearing is reported
to be making an excelleBt record on the through car which
runs between Boston and Philadelphia, on the New York
& New England and Bound Brook route.
— The following from Mr. John A. Walker, secretary and
general manager of the Joseph Dixon Crucible Company,
will be read with interest by all who are using the "graph
ite" products which are turned out in such great quantities
at Jersey City :
The Joseph Dixon Crucible Co., Jersey City, N. J., closes
1SS9 with satisfaction. Our business has been larger in
every branch than in 18S8. Our chief new departure in
1889 has been in the large increase of equipment at our
graphite mines at Ticonderoga. We have laid the lines
there for a five years' continuous run— tearing down and
rebuilding almost everything much larger than before.
The specially large increase in the sales of graphite paint,
graphite grease, graphite oils and other graphite lubricants,
has pushed us to this. The sales of our standard and well
known Dixon stove polish, Dixon crucibles and Dixon
"American graphite" pencils have also largely increased.
Our plant now includes 5 steam engines with a total of 375
h. p. ; 9 steam boilers of HOC h, p. together, and tho use of
1.50 h. p. water power. We employ 5.50 persons, and our
pay roll averages ?4,.500 per week. We have direct connec-
tions with the telegraph companies and the Long Distance
Telephone Co. So far as we can see the prospect for 1890
is bright.
— We have received from Merchant & Co. several beauti-
ful photogravuers of the Forth Bridge, which show this
grandest of structures from several points of view.
—The Cleveland Twist Drill Co. closed its factory for the
holidays to take inventory, make repairs and rearrange
machinery to accommodate some new machines. The new
factory which was thought too big a year ago, is alread"
too full of machinery and the firm contemplates building
addition this year.
—Among recent orders booked by Riechle Bros, of ^
delphia, are one lliO,000 lbs. self adjusting railroad scale
for the Savarnah. Florida & Western Ry., and one 10-ton
Rohie patent screw jack for the Mont Alto Railroad Co.
—An exhibit of one ton of pure aluminum was shown re-
cently in the Mechanical Hall in Pittsburgh, Pa., by the
Pittsburgh Reduction Company. This is doubtless by far
the largest amount of this metal ever shown at one time in
any country. The metal was ingots, measuring six by
twelve inches and weighing about five pounds each One
got, however, weighed about 1.50 pounds. Besides this
.,..,.:. .V. showed a large variety of manufao-
metal in sheets, in
is slated that sam-
pany have been easily
;iiivai weiuing process. The cost of
largely reduced by the processes of the
company, and we (»re pow in a fair way tp find out "all that
there h in it."
\
hibit t
tured articles in aluminum— also
foil like gold leaf, and other foru
pies of the metal made by this n
elded by the electrical welding
Febroaky, 1890.
THE MASTER MECHANIC.
17
POBUSHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
The Rookery," Chicago.
Devoted to the intereBts of railway motive power, equipment
2s suitable to these
18 known as The RaU-
t new and wider field be
purchase
Communications on i
oolnmns are solicited.
Prior to January 1, 1886, this journal
vray Purchasing Agent. It will still in
adapted to the especial wants of all v
the purchase of railway supplies.
iThe Official Railway List is also published by
another page.)
I price, $1 '00 a year. Advertising rates and details
concerning circolation given on application to the office by mail
or in person. Address
E. N. LEWLS. Manager.
"The Rookery," Chicago.
New York OmcK; 4.'> Ilrua.lwny. Kciom H".
Vol. 51 CHICAGO, FEBRUARY, 1890. INo. 2.
abnormal mass of descriptive and critical matter, j people argue that they ar
The fact that the business is now being conducted thuu enough relatiou'bet
upon simpler and sounder principles, and that the
quest for patronage is being carried on more quiet-
ly accounts, as stated above, for a large part of the
lack of a visible general interest. What is now
being done is being done on a business basis.
There is very little equipping " ou trial " at the
expense of the heating company; the sales are
actual. The business thus is really in a healthier
condition, and any quickening of action by the
railways arising from the recent terrible lessons
will result in more real progress than would have
followed in earlier days.
Eeference is often made by opponents of hook
car couplers to the fact that the hook draw- bars
put on a considerable number of Armour refrig-
erator cars were taken off in a few months. It is
insisted that in this case the couplers were taken
off because they faUed to meet the requirements
of service. It seems, however, that the air brakes
with which the same cars were equipped were
also taken off when the hook couplers were re-
moved. We have not heard anyone argue that air
brakes were a failure and that all roads should go ' ever, that if the same
t; hut there is more
the two to upset the
most beautiful theory of ventilation ever applied to
cars when the passengers get seated and begin to
kick for their rights as Americans.
A FEW POINTS ON FIRE BOXES
back to hand brakes because the Westinghouse I ^^^ company
brake was removed from a lot of Armour cars, and
yet the arguments would be just as sound as re-
gards brakes as it is in the matter of draw-bars.
When a fair proportion of the freight cars of the
country are equipped with hook couplers and air
brakes the Armour and Swift and all other re-
frigerator cars will be similarly equipp>.'l. But it
We have referred to the use by some roads of
special oils in order to meet the heavier require-
ments of the service. In some cases where terms
are made for the purchase and use of special oils
guarantees are given by the dealers that the cost
to the company by the use of such oils shall not
exceed or shall be even less than when the old
oils were employed. In order to carry out such
guarantees the contractors usually undertake more
or less supervision of the use of the oils in serv-
ice, sometimes having regular inspectors who I for by the average of our raVcha'nlcsr
travel over the line and instruct the men in the We are led to these reflections by some results
best use of the material This is a good plan and I of experiments we have lately seen in relation to
IS often productive of very good results in in- an admission both above and below the line of fire
creased economy. We would merely observe, how- : ;„ a number of engines in the same service,
were to be taken by | Here the air admission above the fire had been jn-
The question of the proper amount of air admis-
sion into the fire-boxes of bituminous coal burn-
ing locomotives either above or below the line of
fire is by no means a settled one. It would seem
that at this late day of coal burning in locomotives
we should be able to get some intelligent data as to
the results of various constructions with the dif-
ferent prominent soft coals of the country. The
fact remains, however, that in but few cases can
we obtain any records of carefully conducted ex-
periments ; and that in some records that are ob-
tainable certain important factors have not been
noted completely enough to make the findings
valuable for purposes of comparison. This com-
plaint is by no means a new one on our part, but
it really seems as if the enormous savings that are
possible should be better appreciated and striven
was carefully watched and the men were properly
wonder that a refrigerator car company found instructed. We have seen two oiling stations at
that it did not pay to be a pioneer in the hook coup-
ler field, and that it got tired of having its air brake
cars put at the head of freight trains to do all the
braking.
The brake shoe committee work alluded to in
our "Notes" of last month has not yet been fairly
undertaken. The road tests, it will be remem-
bered, were not to come until the spring months,
but the preliminary shop tests were assigned to
sub-committees for immediate work. These sub-
committees have up to date accomplished nothing;
but two of them— the C, B. & Q. and the C. & N.
W. committees — are just about commencing actual
tests. Neither of these two committees has as yet
got its testing apparatus in satisfactory shape,
although both confidently expect to have things in
full working order very soon. Both find serious
difticuliy in getting temperature records. One has
tried drilling a hole in the miniature shoes.
terminal points on the same road where coaches
supposedly received the same care in examining
and packing boxes, at one of which five times as
much oil was used in oihng a certain number of
coaches as at the other, and the men in charge
were considered careful at both points. When
watching the working of special oils in single cars
as against the oil in regular use we have often
seen a record on the ordinary oil " not exceeding
one-tenth of the amount used in general service
on the road for doing the same work.
The subject of car ventilation was pretty well
gone over at the last meeting of the Western Rail-
way Club, but, as usual when this topic is dis-
cussed, widely varying views were expressed. For
our part we do not look for anything like concert-
ed action by the railways on this matter. While
_ ___ __ ^^^^ _^^ ^^^ iu.u.„„,.it ou>/co '' '*' "^ ''^^ memory of every one who has traveled
'ng\Vriro'lTwrtirme\riVy '^an1i'"mmersi'nra°'600'' j f'^' P°'"', ventilation is the rule, yet positively
thermometer in the mercury
is, however, quickly generated in a moment or
two, and records cannot be taken; the mercury
boils out even before the shoes get a fair bearing.
It is probable that with the pressures, speeds, and
shoe dimensions prescribed by the committee no
satisfactory temperature readings can be taken
- - J"'"^'"! ''"/ instructing car oil- ereased from 1-180 of the grate surface to 1-65 by
ers when using the old standard material surpris- j ^eans of large and additional hollow stays. At
ingly favorable results, both m economy and per- the same time, by reducing somewhat the thick-
formance, might readily be reached. In special tests ness of the grate fingers without changing in any
we have seen with oils in ordmary use a remark- , way the position of the grates or the side bars,
ably small proportion of the amount of oil usually \ the air admission area through the grates was in^
used was found to be needed when its apphcatiou j creased from 1-45 to 1-27. The results were most
gratifying in increased steaming qualities of the
engines, evenness of fire and freedom from smoke
and sparks.
As in engines using the old diamond stack with
cone and netting, we obstruct the free passage of
the gases, and have to put in additional blast by
contracting the exhaust nozzles, so in other cases
we fall into the same difficulty, but at the other end
of the boiler, by not allowing openings enough
through the grates. In general terms the need for
a large amount of air for burning soft coals suc-
cessfully is being conceded more generally than
formerly, but the practical adaptation of thistnith
comes very slowly.
The engines we have been instancing as show-
ing good results from an increased air supply had
in every case the water table, and some interest-
ing records were available, showing for a number
of years the working of the engines fitted with the
water table, as compared with those having plain
boxes, but with the same boiler dimensions and
air supply and running on the same service. The
records showed that the monthly performance of
the water leg engines gave from 12 to 30 per cent,
more mileage to the ton of coal than the plain box
engines.
At the last meeting of the Western Railway Club,
while the question of washing out boilers was be-
We give elsewhere in this issue the road tests pre-
scribed by the present committee. They will be
seen to be very thouglitfully planned, and we look
for thoroughly satisfactoiy results from their em-
ployment.
BeoKNT railway accidents which have been ac-
companied by fire from the stoves and heaters
will, we trust, serve to revive the apparent flagging
of interest in steam heating of cars. This prob-
lem has received but little public treatment since
last season, partly because of the mild weather
and partly because of a quieter pursuit of business
by the steam heating companies. There was a
sort of a craze for a season or two on this subject;
the local clubs were all engrossed in it, and the
technical and daily press was overloaded with dis-
cussion of it. There speedily developed an un-
pleasant speculative characteristic among the pro
TremendoSs heat I '"'?, vf-ntilation is not by .any means always met
with. As was suggested by one of the speakers at
the club the evil is not as general nor as serious as
many seem to think. The fact of the matter is
that bad ventilation is almost always due to purely
local or incidental causes, and it is doubtful
whether a standard remedy can be supplied, (iood | ing discuss'ed,some interesting facts were developed
ventilation is possible in the ordinarily constructed ! in regard to the use of water leg, and several
car, and probable m cars fitted with any one of , members spoke of good points in its favor. The
several good devices now on the market; but general objections seemed to be the expense of the
neither ordinary nor special construction can in- device when made of copper, the liability to clog
sure anything like ideal purity of air in cars while up with sediment or scale and the cutting away by
human nature remains as it is. In other words, cinders at the turn of the table. These evils did
while one individual wears his overcoat by prefer- formerly exist in many cases, but the water leg or
ence in an atmosphere that his neighbor thinks | table can now be successfully put in of steel with
calls for shirt sleeve toilet; and while porters and
brakeman lack common horse sense as they do
to-day, we may look in vain for proper car ventila-
tiijn. We have seen — as evei-y one has — the brake-
man open more than half the deck sash on both
sides, regardless of the direction of the wind, when
some one asks for a little more air, and similarlv
iich proportions that clogging by sediment or
scale is no worse than in any other part of the
boiler; and with the softer blast that is following
the use of the straight stack and larger grate there
need be no cutting effect by cinders, especially
if sufficient air openings are supplied above the
fire. The latter, beside other advantages, prevent
close everything up tight fore and aft when asked the fire being lifted so badly when the engine is
for /(((/« more warmth ; and we have also seen the working hard or slipping, and thus the cutting
opening of one deck sash in response to the re- effect is further reduced.
- ., . quest of a visib'y sweltering individual, followed While we are not at present discussing the rela-
moters of some of the companies controlling steam instantly by the donning of coats and wraps bv a live merits of the brick arch or the water Ic" as
heating devices, and with the excessive "exploita- , half dozen of his immediate neighbors. Vcntila- promoters of combustion, it seems as if the water
tion ' following this came the publication of an I tion and heating may not be closely allied— some I leg avoided the heat storing qualities which were
THE MASTER MECHANIC,
Februaey,
quoted against the brick arch as interfering with [
proper boiler washing. Its use, which can now be '
had without some of the disadvantages which
could be urged against it formerly, will furnish a de-
flector, that very important factor in soft coal burn- !
ing, in cases where the needs of the service might
render the use of the brick arch objectionable. I
The effect of air brakes and automatic couplers
in making a modem freight car a more highly
organized and expensive structure is extending to ]
other portions of the car, particularly the draft I
rigging and the truck. j
With an efficient apparatus to control speed and
stop quickly the tendency is to run freight trains j
at speeds twice as fast as has been regarded safe
practice in previous years. The other details of
freight cars, liowever, are retained and used now,
and some of them are not suited to the new con-
dition of things. Their rapid wear and frequent
failure is pointing plainly to the necessity of fur- ]
ther improvement in the way of more substantial,
and consequently more expensive, construction.
The economy resulting from high speed freight
trains is not to be aU clear gain in freight re-
ceipts, for a portion of the increased earnings must
be expended in more durable material and better
workmanship, or that economy will not be me.in-
tained.
The sudden application of quick acticg brakes
i t high speed in mixed trains composed of cars
fitted with Unk and vertical plane couplers will
result in a more severe trial of draw bars and draft
rigging than they have had heretofore. In switch-
ing, the use of automatic couplers will lead to
quicker work and higher speeds, because the en-
gineer will not have the fear of injuring his fellow
trainmen constantly in mind, and he will not ex-
ercise the same care as when switchn: en had to
go between the cars. The caution which pro-
tected the man, and, incidentally, the car, will
now be relinquished and the couplers and their at-
tachments will suffer by it.
The draft rigging of freight cars, as is well
known, is the one part requiring most frequent re-
pairs, and the number of cars delayed for such re-
pairs is certainly on the increase, as it amoimts to
60 per cent, of all cars held in shops and on track
for repairs.
This fact has been reahzed by our car builders
for some time, but recently a number of designs
for improved draft appliances have been brought
out and several of them have been illustrated in
this journal. We may here refer to a few of the
better known designs.
Continuous draw bars have been before the rail-
road public for many years, but they do not seem to
have had the necessary qualities which secure gen-
eral adoption. In fact, their use is confined to a
comparatively few hnes. The American continu-
ous draw bar, which has been recently improved,
is, however, probably the best of its type, on ac-
count of the ease with which it can be repaired.
It has recently been applied to a large number of
new cars on several roads.
The Graham draft rigging is arranged with cast
steel followers, which extend up and into oak tim-
bers, which are secured to the center sills, thus
distributing the stresses due to pulling and buffing
between the draft timbers and center sills. This
device is now used on more than 20,000 cars and
on some prominent tnmk lines.
The Butler draw-bar attachment consists of a
square malleable iron box surrounding the draft
spring, and with malleable collars surround-
ing the tail bolt, both back and front of the
spring. The collars enter the box and form a
bearing against it before the full motion of the
spring is used up.
The Weslinghouse friction buffer uses inter-
locking sets of movable and fixed friction plates to
absorb" the initial shocks, bothof puUing and buff-
ing. The improved Westingliouse buffer has en-
dured some very satisfactory tests, and in its
present shape it is certainly a valuable improve-
-»or* on the ordinary draft rigging and should
lirove an economical one in spite of its extra cost.
Mr. Cushing, on the Union Pacific, is now putting
on his freight cars large cast iron plates on the
sides of the draft timbers, each casting consisting
of the two draw-bar stops and a top follower flange
for one side, thus getting the shearing strength
of all bolts for either puUing or buffing.
One of the Chicago roads is now using draw-bar
attachments made entirely of wrought iron, and
consisting of a plate connecting the two wrought
stops. This not only increases the resistance to
shock in either direction, but protects the sides of
the timber from the chafing action of the followers.
The Fox Pressed Steel Company have carried
this principle further yet, and have now placed on
the market pressed steel draw-bar attachments
which have the two stops formed on a side piece
which extends from the end sill to the bolster,entire-
ly replacing the draft timbers.
These are prominent examples of the numer-
ous improved draw-bar fixtures which are rapidly
coming into general use, and we must accept them
as striking evidence of the fact that the old con-
struction with draft timbers and separate cast iron
stops is unsatisfactory and entirely inadequate for
the severe requirements of modern freight service.
But these attempts to patch up and strengthen
wooden cars by the use of more cast iron, malle-
able iron, wrought iron, cast steel or pressed
steel are hut steps forward in the march toward
a larger use of wrought iron or steel in car con-
struction, where the entire uuderframe will be
made of metal beams, channels, angles and plates.
The extensive use of automatic couplers and air
brakes in freight service is thus having an unex-
pected influence in hastening the time when iron
and steel freight cars shall come into general use
in the United States.
We expect in a subsequent article to consider
the effect of high speed on our present freight
trucks, and to show how they, also, will develop
to a more suitable and substantial mechanism.
The fact that every now and then a railway
officer goes into the business of soliciting adver-
tisements from railway supply houses must be ac-
cejjted as strong proof that the advertising of rail-
way supplies is generally considered in railway
circles to be profitable to those who make and sell
them. When a general passenger agent, a pur-
chasing agent or any other railway official writes
to supply men requesting them to give his repre-
sentative tlieir advertisements it must be taken
for granted tha the considers advertising to be a
good and necessary thing. It would seem to im-
ply also that he knows that his associates and
other railway men so regard it. Else how could
he have the nerve to solicit an advertisement if he
knew that none of the men on his road and those
on other roads ever paid any attention to adver-
tisements. He would be trying to get hard cash
for a worthless consideration. He would be play-
ing a confidence game.
But while it is good to have such convincing
proof that the value of advertising to the adver-
tiser is generally recognized by railway men, there is
a rapidly growing feeling among railway supply
dealers that the kind of advertising which the rail-
road man solicits them to pay for is not just the kind
which they would choose if they felt perfectly free
to decide for themselves. The word "advertising"
has come to have a very broad meauing and is
made to include anything printed on any kind of
paper used for any purpose. To put the card of a
manufacturer of car couplers or locomotive boiler
tubes into a publication descriptive of a route for
summer travel is called "advertising." Of course
there is nothing in it — the great traveling public
who consult such books to decide what lines they
shall take or where they shall spend their vaca-
tions do not care a cojjper who makes couplers or
who makes boiler tubes. The men who buy rail-
way supplies never consult publications of that
sort for tlio names and places of manufacturers or
dealers. If one wanted to introduce a new pill he
might properly announce its name and searching
quahties in route books and time table folders,
because the great public always wants pills and is
ready to try a new brand. Pianos, sugar cured
hams, three dollar "pants," — there are a thous-
and things in which the traveling public are inter-
ested and advertisements of them on railway fold-
ers, depot maps or board fences do not strike one
as incongruous or foolish. But what railroad
supply man who is unLufiuenced by outside con-
siderations would try to get raOway trade by such
methods of advertising?
Unquestionably, when a railway official under-
takes to sohcit advertisements he has powerful
auxiliaries to help him to success. In some vague
way the supply dealer feels that unless he gives
his advertisement he wUl be out of favor with the
road and will sell it no more supplies — at least
till his offense is forgotten or forgiven. On the
other hand a beautiful hope dawns in his soul
that if he contributes as requested 'a thrill of
gratitude will run like a warm wave through the
general officers of the road and big orders will pour
in and eomfoit him. When a solicitor of adver-
ti-ements has behind him the gigantic wraith
of a great railroad, smiling approval and patron-
age on those who give him tUeir advertisements
and frowning menacingly on all who refuse, he
has a big advantage.
It is a fact that the great majority of the "ad-
vertising" schemes which are represented to
originate in railway offices have no such origin. A
direct inquiry often shows that those who come
with assertions that they are backed by this or
that railway official make false representations.
Sometimes a railway officer gives out,of friendship
and unthinkingly, an endorsement which is used
in a way and to an extent far beyond his inten-
tion. Occasionally a general passenger agent may
yield to the temptation of having some of his
special printed matter paid for by supply dealers
under the cover of "advertising." While it is
asserted now and then that some officer of a rail-
road has a personal pecuniary interest in some ad-
vertising "scheme" which depends for its success
upon his official position, we are sure that such
cases must be very rare.
That railway supply men are becoming very res-
tive under the burden of advertising that does not
advertise is certain They speak bitterly of the
cost of it and of the methods used. There has
even been talk of combination and united action
in order to protect themselves. But one cannot
help wondering whether some methods of doing
business in the railway supply field have not ten-
ded to produce the state of l.hings now com-
plained of. Perhaps there is some need of reform
— in individual cases — on both sides; and per-
haps when all railway supplies are sold strictly
on their merits there will be an end to money
making schemes of advertising which are not in-
tended to advertise.
THE LKJHTING OF CARS.
It seems strange that, even at this time, in the
age of lighting cars by electricity and gas, mana-
gers of alleged first-class railroads will allow poor-
ly lighted cars to be used in regular service. On
one of our eastern roads (and it is on eastern
roads that car lighting is badly neglected as com-
pared with western practice) running out from a
large city, there is, on a late train, one particular
car with only three single lamps. This car is about
forty feet long, has dark headlinings and its main
rafters show their full size, which helps to darken
the interior by throwing broad shadows on the
dark walls. What a comparison to the cars on an-
other road running out from the same city, which
cars have 14 single lamps. These latter'cars are
well lighted and run out of the ciiy at the same
time of night as the car on the first mentioned
road.
There is a remedy for this poor lighting. If the
first-mentioned company cannot build a new and
larger car with better facilities for hghting, it can
resort to the expedient practiced on even richer
roads, in order to use their stock to advantage;
that is, put more lamps in the old car, cut out the
Febrdary, 1890
THE MASTER MECHANIC.
useless and unsightly rafters and paint the head
linings white. Any one can judge what the result
would be.
It would seem that the passenger agents, who
always take so much interest in the traveling pub-
lic, would look into these things, for there are
other roads using poorly lighted cars besides the
one which has given rise to these remarks. These
passenger agents should endeavor to follow the
example of our westeru men in this respect, but
they always say, "More competition in the west;
hands, nor necessarily throw a serious financial
burden upon the railways — notwithstanding these
facts and figures and others so ably presented by
the commission, the conclusion is yet reached
that legislation is inadvisable at present. A com-
mission of investigation is, however, suggested.
Such a commission would have been welcome
several years ago, but the work of investigation
has already been well gone through by the me-
chanical oflicers of our railways and existing devices
shown to be practical, and the interstate commission
they have to look after such affairs more than we has made investigation, the resultsof which it gives.
do." It would appear from this statement that
there was not much to lose by not having well
lighted cars. Nevertheless, we know of a case
where a prominent eastern road took 14 season
ticket travelers from a competing road in one day,
and on one train, on account of its more luxurious
and better lighted cars. These jmssengers, in an-
swer to the question, "Why doyouleave the other
road when this is so much out of your way?" said,
"The other road is richer and can better afi'ord to
have nicer cars, so when this road caters for more
business by ofiering the inducements the other
road can as well afford to give, and doesn't, we
feel it deserves our patronage." The richer road
uses its surplus in improving its stations and mak-
ing flower gardens around them, and lets the rol-
ing stock go, while the poorer one believes in bet-
ter rolling stock, in which most of the passenger's
time is spent, while patronizing it. Of course it
is very enjoyable to have good stations and attrac-
tive grounds, but when the comfort of the passen-
gers is sacrificed to pay for them, they are not so
much appreciated. Methods of building warm,
well lighted and easy riding cars are within the
reach of managers and superintendents of rolling
stock of all roads, whether rich or poor, and should
be used.
and which, to our mind, cover the ground so thor-
oughly that further research is needless.
The attempt to establish a system of joint inspec-
tion at Chicago has not proved successful. The
matter was very fully discussed at a meeting held
on the 17th of January by representatives ot the
roads centering at Chicago, but although very strong
arguments were made for the new system it was not
agreed to. It was ti-eely conceded thai the system
was excellent and that it had worked to advantage
at other points, but with the enormous business
handled at Chicago, and the peculiar geographical
location of the various yards, the one to the other,
it was considered, by the majority of the attendants
at the meeting, that the expense would be too great.
Accordingly it was decided to attempt to gain the
same ends as would be gained by a joint inspection,
by the use of a red city card, and a committee was
appointed to design such card and to formulate rules
governing its use.
We have been furnished some interesting figures
as to coupler service on the C, B. & Q. Ry. It seems
that some 560 cars are equipped with the Janney
coupler on that road, and that during the past six
months there were only 19 failures of the draw bars
proper and 30 failures of the knuckle. This is
surely a very good showing, and it corresponds with
the service ot all .Tanney couplers on other
roads. As a suggestive contrast with the above fig-
ures we append the following statement which we
have obtained from the Burlington road, showing
the cost of maintenance of link and pin couplers on
that road for the year 18S8,viz:
Total number of links. 60.990; cost » 13.3 0.5-90
■• pins, 100,797 " 12.M6 40
Potter draw bars. 6,826; 0J8t a,090-80
i unnecessary.
Thb annual report of the inter state commerce
commission contained, as was expected, extended
treatment of the question of safety appliances on
freight trains, hut the conclusions arrivecT at by
the commission as to legislation on this subject
were not just what had been looked forward to.
The commission decided that it could not recom-
mend legislation calling for the use of automatic
couplers or brakes. This decision was reached by
the commission in the face of its own masterly
summing up of the situation which leads logically
to the conclusion that legislation is feasible.
It would be ditficult to frame a better or more
convincing argument for the compulsory use of
automatic couplers and brakes than that supplied
by the commission itself in its review of what had
been accomplished by inventive genius to check the
appalling rate of casualties to trainmen. Both
couplers and brakes were shown to have been de-
veloped to a high state of perfection; the dangers
that might well be expected to arise from the ex-
tended use of differing designs wereshowu to have
been obviated by the fact that the mechanical
officers of the railways have practically agreed
upon a type of couplers and » type of brakes; and
the pressing need of the rapid introduction of thea
safely devices was impressively revealed by the
presentation of statistics of accidents to trainmen.
These statistics showed that for the year ending
June 30, le88, there were 2,070 employes killed
and 20,148 injured. Figures were given showing
that a brakeman had only about 1 chance in 4.7 of
being allowed to die a natural death. Accurate
statistics as to the extent to whicli the old style
coupler and brake are respimsible for the dreadful
death rate above indicated are not in existence but j ment.
for the year there were 82G deaths and 6,827 in- |
juries reported to. the commission as being caused Quite recently a coupler inventor persuaded the
by the work of coupling cars; and from the data general superintendent of a road to ask the super-
at hand the commission estimates that 613 em- jniendent of motive power to examine his invention,
ployes were killed and 4,02.5 injured during the The superintendent of motive power demurred, but
year by falling from cars,which deaths and injur- finally set an hour for submitting to the operation,
les are chargeable to the use of the hand brake. ^he coupler man was halt an hour late, and when be
Despite these figures, and despite the fact that reached the office the superintendent of motive
practical devices are in the market, by the use of | power had gone out to attend to other duties. His
which they can be greatly reduced, if not prac- ; chief clerk asked the inventor to leave his coupler,
tically wiped out, and the enforced use of which ; telling him that Mr. would examine it as soon
, sir," replied the crank, "that
Recent tests in the laboratories of the C, B. & Q.
and C.&N.W. R"ys. have developed interesting facts
as to the pulling strength of hook couplers. It has
been shown that these couplers will give way, at
one point or another, at pulling strains ranging
from 67.000 to flO,000 lbs. When pulled hook with
hook the breaking strains range about 10,000 lbs.
Icjs than when pulled hook with link, the dillerence
being due to the obvious difference in leverage.
Very few tests have been made as yet, and the data
so far gathered is insufficient to base reliable con-
clusions upon. It should be noted in this connection,
however, that the breakages of hook couplers in
service arise from buffing, and not pulling strains.
Upon some prominent roads, however, the required
tensile strength of links is 90,000 and 95,000 lbs., and
it is thought not amiss to require hooks to meet the
same standard, at least during the transition period.
The makers of hook couplers anticipate no trouble
in so making their knuckles as to meet this require-
coupler has cost me a great deal ot time and work
for which I propose to be paid. If Mr. wants the
privilege of examining that coupler he must put up
some money." Being pressed to name a sum he fin-
ally said that Mr. could examine that coupler
for just one hundred dollars. The money was not
put up, but if any one wishes to pay that sum for a
half hour of ecstasy— that delirium of delight which
the railway man experiences when a "new" link
coupler (for it was a link coupler) is laid down before
him— the Railw.\y M.\ster Mechanic will open
negotiations with this thrifty genius.
NOTES OF THE MONTH.
devices would throw a monopoly in no man's I ^ possibl
As collarless axles are gaining favor it may be well
to cite an example of marked success in their use.
Two years ago collarless axles were introduced on
the New York & New England Railroad under pas-
senger cars. Since then 65 cars, coaches and bag-
gage cars and one locomotive tender have been
equipped with them. During this time no reports
have been received of the heating of the journals.
It is noticeable that there has been more end wear
on the journals under the passenger and baggage
cars than on those under the locomotive tender,
owing, perhaps, to the different style of trucks used.
Under the tender the regular diamond trucks, with
a rigid bolster, are used, which are different from
the passenger trucks in one important respect, that
is, in not having end pieces nor pedestal stay rod to
tie bar, thereby rendering the trucks less rigid and
making them more susceptible to winding or getting
out of square by the end thrust of the collarless
journals. This tender has been in regular passenger
service the past thirteen months and has made 41,666
miles. The journals are 41x8 in.; center to center of
journals, 75 in.; total length of axle, 83i in.; wheel
fit, 4i in.; outer of axle, 4J in. The journal boxes
are the M. C. B. standard with the addition of suit-
able lugs to support the endstops.
These journals were illustrated in the Railway
Master Mechanic in May, 1889. The criticism
that we at that time made was on the apparently
small oil and waste space. Small as it appeared to
be, however, we are now assured that it has been
large enough to hold enough oil and waste to keep
the journals well lubricated under 06 vehicles for
the past two years; there have been no words of
complaint of hot boxes. It may not have been
noticed by our readers that the end stops are loosely
supported by the lugs, and are free to move up and
down and laterally. They are, but they are at the
same time securely locked in, preventing them from
ever coming out while running, or even while at rest,
until the journal bearing has been removed and the
journal box lowered on the journal, when they are
free to be taken out. The usual key has been neces-
sarily left out to give more space to accommodate
the larger journal. These collarless axles are being
called "the standard" by the New York & New
England Company, and will be used as fast as the de-
mands require them.
Master Mechanic S. W. Huston, of the Cornwall
Railway, has been experimenting with a compression
cup on his rods with such satisfactory results that he
is now equipping all his engines with it, using a com-
pound grease. In one test he look one gallon of oil,
costing 37 cents per gallon, and made 1,200 miles
with it; he then put on compression cups and with
37 cents worth of compound made 4,:i00 miles, the
pins running perfectly cool. One of his large freight
engines, the main pins of which he could not keep
cool with oil, when pulling heavily, is giving no
trouble since fitted with the compression cups. Ho
finds that with the cup and compound he is saving
oil and is keeping the machinery of his engine clean,
as there is now no flying of oil.
As an instance of how little things may be readily
overlooked, even by careful master mechanics, we
may cite the case of weak pilot bars. A certain road
THE MASTER MECHANIC.
Febbuaey, 1890.
a plain bar aad the result was that the fibers ot the
metal lay in a direct line with the direction of the
pull, as shown in Fig. 1. The result was that the
end of the loop pulled out in the same manner that
finding not long ago that these bars were breaking tion, an expansible cross-head pin was favorably
badly located tbe cause in the method of manufac- 1 mentioned in a committee report and that in our is-
ture. The slot for the pin had been punched out of I sue of October, ISSS. we quite fully described and
illustrated that pin. We learn that some 2-5 engines
on the New York &- \ew England Railway that are
equipped with this pin have been working very well.
No failures have been reported in the last three
years and a half. The oldest pins have remained
intact all this time, and in fact none of the main rods
have been worked upon. In other words the main-
tenance of these rods has cost nothing and the train
of connections back to the rear wheels has been kept
up in better shape than ever before.
Among the many ingenious devices exhibited at
the Paris exposition an apparatus tor recording the
weights upon the several wheels of a locomotive at-
tracted attention. This apparatus is very fully de-
scribed and illustrated in London Engineering, but
we can give space only to an e.xplanation of the prin-
ciple upon which it is based. This principal is illus-
trated in the diagram given herewith. On a plat-
form a the object to be measured is placed; the
it would if made of a piece of wood with the grain
running similarly. Accordingly, the loop was made
by bending a i x * in. bar, which thus presented a
cross-fiber to the line of pull as shown in Fig. 2.
Tests made with the two forms showed the follow-
ing results: Punched bar, broke at 10.5,000 and at
116,.500 lbs.; looped bar broke at 1.51,000 and 169,000
lbs. The result is not in the least surprising: but
the fact remains that a simple method of relief from
an annoyance was left unsought for years.
The Lehigh Valley is about to apply quick action
air brakes to 2,.500 freight cars. This is a welcome
announcement, indicating that the progressive spirit
of western roads in regard to improved train appli-
ances is finding place in the east. The large order
of the Philadelphia & Reading for hook couplers on
4,000 new freight cars is equally significant.
Among the recent products of the Baldwin Loco-
motive Works are five locomotives for the Mexican
Central Railway. They are of the Fairlie-Mason
type — "14 wheel class D" — with cylinders 20x24 in.
and six driving wheels coupled, .50 in. in diameter,
and weigh without tender 110,8.50 lbs. This type of
engine consists of engine and tender, all upon one
frame, which permits a very deep and wide fire-box,
such as would not be possible on any other type of
locomotive. The driving wheels and pony truck are
arranged to turn on a center bearing similar to the
ordinary truck which allows easy running with little
strain on the track, and makes a perfect riding en-
gine. The steam pipe is dilTerent from the Mason
patent, and appears to be — as is often the case— an
improvement that does not improve, for where the
Mason had one joint, and that in the center bearing,
this has three under tbe boiler. The ordinary shifts
ing link is used, and the extremely short radius
makes it hard to handle even with the rack and
pinion reversing gear employed. The quadrant is
fastened at the top of the reverse lever, and forms
the rack for the wheel actuated pinion at the top of
reverse lever— which can be fastened at any point by
a set screw. It is a slow working arrangement, with
no particular apparent merit. The cabs are roomy
and have a corrugated iron roofing over the root
proper, with an air space bet ween to protect the en-
gineers and firemen from the intense heat ot the sun
in the tropical countries— a point of comfort that
many railroads might look after here at home,
where the cabs are small and poorly ventilated.
The good sized cylinders of these engines, together
with the weight on drivers of about 100,000 lbs., and
a steam pressure of 160 lbs., make them a powerful
engine for the service of the mountain roads, and if
we are rightly informed this is their standard type
ot engine. They prove to be good steamers and to
be economical in fuel.
Our readers will remember that at the Alexandria
Bay convention of the Master Mechanics' Associsi-
weight is distributed below through the standards
placed at each end and terminating in knife edges
on the ends ot the levers 6 and 6', which are sup-
ported at their centers by knife edges resting on a
solid foundation c; the inner ends ot these levers b
and d' support a disc d, and transmit the load on the
platform a through a rubber diaphragm c to a liquid /
contained in the receiver g. which is rigidly con-
nected to the foundation c. Through the upper part
ot the receiver g passes a pipe connected with the
close vessel h\ the lower part of this vessel contains
mercury into which is plunged a barometric tube I,
and the column ot mercury is forced more or less up
this tube with the weight upon the platform; this
weight can then be read off the graduated scale at-
tached to the mercurial tube. It can be readily un-
derstood how, by using a number of these platforms,
the weights upon the different wheels may be readily
ascertained.
The following note concerning some current prob-
lems in car construction now pressing for solution in
India is of interest as revealing the existence there
of difficulties similar to those which we in America
are successfully dealing with through our mechan-
ical and engineering associations. We fijid the note
in London Engineering;
A smaller form ot congress is at present sitting in
Lucknow, a sort of Master Car Builders' Association,
which has been invited to advise government on the
question ot making railway rolling stock more easily
interchangeable, both as "a whole and in detailed
parts. It it be true that the most recent type of
Northwestern Railway wagons is too wide in the
body to pass over the older systems, which are al-
ready laid with double lines that cannot now be
spread, except with an enormous expenditure on en-
larging stations, bridges, and tunnels, it is high time
that some definite limit should be put to the ambi-
dia engineering cir-
developments, such as the tubular-framed cars lately
advertised.
In India owing to the sparks thrown off by most
Indian fuels, and owing also to the amount of depre-
dation that goes on, closely covered wagons are used
tor everything but the carriage of railway and build-
ing materials. The covered wagons are necessarily
made high enough to hold cattle, horses, and even
in the emergencies of pilgrim traffic and war, men,
and owing to the risk ot fire, the ravages ot insects,
and the amenities ot the climate, the wagon bodies,
as well as their frames, are made of iron throughout.
Under these conditions it is not easy to reduce the
rates of dead load to paying load much lower than
7 to 10, and it generally runs about 3 to 4. Singu-
larly enough the present bogie stock stands at an
even worse ratio than that of the four-wheeled stock,
and there is a strong feeling in the locomotive and
carriage departments in favor of removing this re-
proach by tbe simple expedient of putting heavier
axles and wheels under the present wagons, and then
marking them tor pro tanto higher loads. This pro-
cess the roadmaster branch of the profession very
naturally resists tooth and nail, and if it be true that
even the more modern girders are only designed for
trains weighing 18 cwt. per-foot run gross, drawn by
engines and tenders averaging 27 cwt. per toot, they
do well to object to the trains ot 24 cwt. and engines
36 cwt. per foot that the locomotive department are
A method of stripping tanks employed in the shops
of the Soo line, at Minneapolis, is thus described in
the Northwestern Railroader: "A cushion is placed
over the manhole ot the tank and steam admitted
into the tank through the feed pipe to the engine.
Only enough steam to thoroughly heat the tank is
used, and, it is said, in five minutes after admitting
steam the paint commences to blister. Two men can
with this method completely clean a tank in two
hours, where formerly it required the labor ot two
men for two days. The use of lye and other chem-
icals which it is difiicult to entirely wash off, is also
avoided. The difficult ot washing off lye is espe-
cially felt around the heads ot rivets, where, in a
short time it is liable to rust and eat through the
new coat ot paint.'"
In our October issue we had a paragraph in which
we asked why railways in one part of the country
get so much more out ot their coal than do those in
other sections. A correspondent ot the Northwest-
ern Railroader offers the following in a recent issue
of that paper, by way ot answer to our questions.
His answer will be found quite suggestive:
As between locomotives on eastern and western
roads, there are several reasons why the eastern loco-
motives ought to make a great mileage per ton of
coal than those on the western. One is that the av-
erage coal coal used on eastern roads is ot a higher
evaporative quality than that of the locomotive ot
the western roads. Coals mined in Pennsylvania
and Ohio have an evaporative efficiency from 4 to B
pounds of water per pound of coal consumed under
similar conditions. Now, some of the western roads
use Pennsylvania coals, and those in the northwest
have their supply delivered at the lakes, which
necessitates the year's supply being placed
at their disposal during the summer season.
Coal exposed to the atmosphere each day depre-
ciates in value, so that by the time the la'st ot the
season's stock is to be used, the evaporating or heat
ratio has materially lessened. Another feature is
that where coals are handled many times the quan-
tity becomes less, and the value for fast burning
lowers by being crushed beyond the economical size.
Some coals, from exposure in a short time, will tritu-
rate similar to hydnited lime. This is an especial
feature of many western coals. Their hydrate
requires part of their heat during com-
bustion to drive off the moisture absorbed
from the atmosphere. Another feature is in
regard to the water which is evaporated most; and
it may be said all the mountainous roads have feed
water which does not hold in solution scale producing
salts ot any noticeable quantity, while those of the
Mississippi and Missouri V.alley hold in many cases all
that nature in its laws of solution and gravity will
permit. Though the salts in solution may not affect
the ratio of evaporation, they certainly, after separa-
tion, produce a non-conductor ot heat by depositing
upon all parts ot the heating surface as rapidly as
they are separated from their solvent. The loss of
conducting ratio is thus easily seen, and many ex-
periments under the same conditions prove that i in.
of scale shows a ratio as 40 is to 100 in the evaporat-
ing elficiency. Many of the western roads find a de-
posit of this amount in making about 14,000 miles
run. When the locomotive has formed sufficient
Febbdaet, 1890.
THE MASTER MECHANIC.
21
scale so as not to steam freely, the nozzle is then con-
tracted and stimulates the draft in counterbalance of
the loss caused by slow heat conversion. This then
produces a higher back pressure of the engine with
another loss without any gain. Those are a few of
the principal reasons that the western roads are
handicapped in the miles run to the ton of coal com-
pared with the eastern roads.
We would like to receive comment upon these
views from other readers — particularly from those in
the west and northwest.
In a paper on "Methods of reducing the lire loss,"'
read by C. .1. H. Woodbury before the recent meet-
ing of the American Society of Mechanical Engi-
neers, a suggestive hint is given as to the construc-
tion of yard hydrants about shops, manufactories,
etc. He said that these yard hydrants should be
placed at a distance of .50 feet from buildings, and
that they should be covered with a house which
should also contain hose, axes, bars, nozzles and
spanners. The form of house suggested is shown in
the appended cuts. It will be seen that it can be
readily thrown wide open on all sides, leaving the
water butt perfectly easy of access and bringing the
looped hose, the a.\es, etc., conveniently to hand.
I I I:
M M I I I I
IJ
l\\\\\\\^
In the course of his paper Mr. Woodbury devotes
considerable attention to automatic water sprinklers
showing that they have proved to be a most valu-
able form of fire apparatus in operation with great
efficiency, at fires where their action was unaided bv
other lire apparatus, particularly at night. In mill
fires he says: '"The average loss for an experience
of twelve years shows that in those fires where auto-
matic sprinklers formed a part of the apparatus
operating upon the fire, the average loss amounted
to only one-nineteenth of the average of all other
losses. If the difference between these two averages
represents the amount saved by the operation of
automatic sprinklers, then the total damage from
the number of fires to which automatic sprinklers
are accredited, as forming a portion of the apparatus,
has been reduced six and a quarter million dollars
by the operation of this valuable device.""
the course of a discussion on smoke stacks, that his
company was using a cast iron stack which was
standard for all engines, irrespective of the size of
cylinders. After allowing a reasonable period to
elapse since then, in order to reap the benefit of the
experience of time— the best and most impartial of
all investigators— as to the desirability of having
but one standard for this detail, we now lay before
our readers, through the courtesy of Mr. Ross Kells,
superintendent of motive power of the Erie, draw-
ings of this stack. We have also been enabled to
inquire closely into the merits uf it by watching the
behavior of engines equipped with it, when handling
trains ol varying weight and speed on the Eastern
division of the road.
As our readers are probably well aware, cast iron
is by no means a new material for smoke stacks, hav-
ing been used to a considerable extent both in this
country and abroad. The Richmond & Danville here
STANDARD SMOICE STACK.— New Yi.uk. Lake Euie & Westeiix Ra
THE MASTER MECHANIC
Febrdarv, 1890.
and the Great Xoi-thern in England are instances.
The chief interest attached to the Erie stack is,
therefore, centered in the fact of its being standard
for all engines on the entire system (including the
New York, PennsyWauia & Ohio). The Richmond
& Danville use three sizes, the diameter of the
cylinder and the length of the stroke determining
which of the three shall go on any particular engine.
The second size, or that used for 18x24 in. cylinder
engines, has almost exactly the same dimensions and
general contour as the Erie standard, the only differ-
ence worth mentioning being the 1.5 in. smallest diam-
eter of the former, against the 1.5i in. of the latter.
Complete with base, the Erie stack weighs about
47-5 pounds, and costs when ready to go on an engine
within a few cents of $11. The cost of the sheet iron
stacks with cast iron tops and bases which the "'boot
legs."— as the new stacks have been christened by the
Erie employes — have replaced, is said to be about
$23, an excess of $14. Although we have no figures at
hand at present, we think that a sheet iron stack with
a cap of half round iron, and a steel base, pressed into
shape on a machine (not flanged by hand as is usually
done, for that would, of course, increase the cost)
would run the cast iron stack very close in price.
An advantage possessed by the stack entirely of
cast iron, is that when worn out in service by the
action of the blast and the friction of the particles of
fuel passing through it, or when broken up in a
wreck, the remains may be consigned to the cupola
and melted down, thereby reducing the actual pe-
cuniary loss to a very low figure. Worn out sheet
iron, on the other hand, cannot be re-rolled, and
has a limited field of usefulness.
In manufacturing these stacks, the barrel is cast in
dry sand with a core swept up on an arbor covered
with hay rope and loam in the usual way; the base
is cast in green sand. Without the exercise of con-
siderable care on the part of the moulder, the bar-
rel is apt to be somewhat uneven and lumpy, and to
compare unfavorably with the smooth, even appear-
ance of other forms of cast iron.
The rule formulated many years ago that the di-
ameter of a smoke stack should equal that of the cy-
linder of the engine, is now very generally admit-
ted to be wrong, and there are numerous cases on
record where reducing the stack diameter has con-
verted a poor steaming engine into a good one. The
"vena contracta"" shape of the Erie stack is undoubt-
edly correct, based as it is on sound scientific princi-
ples. Our observations tend to prove that the di-
ameter is also right, or nearly so, for engines with
cylinders 18 in. in diameter and over, the volume of
steam i.«suing from the exhaust nozzles filling the
stack completely at its smallest diameter, near the
bottom, forming a piston, so to speak, which as it
moves upwards creates a partial vacuum behind it,
which is filled by the gases from the fire box. The
outward flare of the steick from the point of least di-
ameter allows the steam to expand slightly and so
prevents any sluggishness in entering the atmos-
phere at the top,or choking. Apart from the piston
action just mentioned this design in no way ii
feres with, or lessens the intensity of, the currents
'•induced" by the friction of the particles of the
steam on those of the surrounding gases in thi
smoke box, in passing from the exhaust tips to thi
stack base, and which is common to all designs.
As might be inferred from what we said above we
do not consider the sizes, more particularly the di-
ameters, of the standard suited to engines having
cylinders less than 18 in. in diameter, and we con-
clude that the carrying of two sizes of stacks would
be desirable, for if the smoke stack is too large for
the exhaust steam to completely fill, the chances are
that the nozzles will be reduced in diameter, with at-
tendant increase of back pressure in the cylinders in
order to make the engine steam.
The Erie engines, tor the most part, are fitted
with double nozzles, each inclined slightly towards
the other, so that their center lines intersect at the
smallest slack diameter. Good as the results ob-
tained are, we consider that even better would be
reached with single nozzles placed concentrically
with the stack. The objection so frequently made
rermimiiiiimpff
n*
-?-' ji^-
E^QDiMlDlDDlDDDDDJJ,
u:ffmi tnririTi nnnnnnnn li'r^-J
b-ODDlDDDDDDDDDDOaDn
STANDARD GRATE BAR-Xk" Y.
to single nozzles, that exhaust steam from one cylin-
der is blown over into the other, increasing the back
pressure, is not well taken, and when such a condi-
tion of things is found to exist it is prima facie evi-
dence of a badly designed exhaust pipe. The Nor-
folk &: Western experiments conducted by Mr. Chas.
Blackwell prove this conclusively. We may add
that Mr. Kells has now about 4-50 of his locomotives
equipped with the stack and intends placing it on all
engines as rapidly as is consistent. This is substan-
tial testimony to its etBciency.
We also illustrate herewith the Erie grate bar,
another standard for all engines, that has recently
been introduced. This is the result of much experi-
ment while searching for a bar on which to burn
economically and successfully either bituminous or
anthracite coal. With the exception of the Elevated
engines of New York and Brooklyn, the Erie is the
only company, we believe, in the country that is
burning hard coal on a rocking cast iron flnger grate
with good results. The hitherto insurmountable
difficulty that has been met in attempting to do this
has been the burning of the bars due to the forma-
tion of clinkers. The cross section of this bar, how-
ever, is such that the clinkers, as they form, detach
themselves, and drop through into the ash pan. As
will be noticed the spaces and bridges are of the
same dimensions; allowing for the space occupied by
bearers, etc., the total air space amounts to about 4-5
per centum of the whole grate area. As stated
above, this bar is, like the stack, standard for all en-
gines, the differences in the width and length of the
fire-boxes of the various classes of engines being
made up by stationary, or dead bars, as distinguished
from those that rock. This plan has been carried
out on other roads, as for instance, the Missouri Pa-
cific, and to some extent on the Union Pacific, but
these cjpds burn bituminous coal exclusively, while
the Erie bar is adapted for both bituminous and
anthracite and in this respect is unique.
Mr. Kells is establishing gradually other interest-
ing standards, some of which we hope to illustrate
The Bead Tests of Metals for Brake Shoes.
The committee appointed by the M. C. B. Associa-
tion to report on brake shoe materials appointed
sub-committees for shop tests seme weeks ago, and
have now decided upon the nature of the road tests.
These they submit to the railway men interested in
the tests. Their circular is as follows:
& WeMEKS R.41LWAY.
metals for brake shoes invites the manufacturers to submit
samples of their shoes for the following tests:
Tests.
1. One series of tests to be made with a standard coach
fitted with four-wheel trucks, Westinghouse quick action
brake and eight wheels braked. This series lo be divided
into two Darts, one consisting of a series of tests made with
33-in. steel-tired wheels with treads turned cylindrical,
the other to be made with 33 in. chilled wheels ground
cylindrical.
2. A second series of tests will be made with a dynamo-
meter car also fitted with quick-action brake, with 33 in.
steel-tired wheels and chilled wheels turned and ground as
above, but with brakes applied to but four wheels, all on
3. The tests will be made on a level tangent at 20 and 40
miles per hour.
4. The locomotive will be equipped with the Boyer speed
recorder, an electric bell to the car, and will push the car
' ' required speed in each 1
5. Each test will be repeated six times, the car to carry
the same load in each test.
6. The brake beams will be the master car builders'
standard iron beam for 15,000 pound load, as illustrated on
plate XII, M. C. B. annual report 1SS9. The beams will be
hung from the truck frames by Sargent's adjustable
swivel hanger.
7. Brake shoes will be of the dimensions and design
given on plate XII of the M. C. B. annual report. It is im-
portant that the dimensions be accurately conformed to.
The shoes will hang one half inch from the tread of the
' ill be so adjusted that
rheel when brakes
whole surface before power is. applied. The shoes must
be furnished to the committee accurately ground or turned
to fit a 33 in. cylinder.
S. The diameters of the journals will be the same for all
tests, and the sponging and oiling of boxes will be main-
tained as uniform as possible.
9. Brake leverages and pressures will be constant with
each car for all tests. To avoid the possibility of slipping
wheels the pressure of the shoes on the wheels must not
exceed 70 per cent, of the weight of the wheels on the rails.
Aijparatus to be used in the test.
10. To accurately measure the speed, the Boyer speed
recorder will be used on the locomotive. "W hen the dy-
namometer car is used the speed recorder therein will also
be used to check the results of the Boyer speed recorder.
11. In the coach tests the length of stop will be measured
from the point of application to the center of car. The point
of application must be as nearly as possible at the same
point for each test. The figures will be taken from track
stakes placed at 50 foot intervals and properly marked.
The dynamometer car will be fitted with apparatus for re-
cording the length of each stop.
12. The pressure in the auxiliary reservoir and brake
cylinder to be recorded before and during each stop.
13. The velocity of the wind and the condition of the rail
ation in the conditions, which should be as nearly constant
14. In the case of the dynamometer car, an apparatus as
shown in Fig. 1 will be used -for measuring the friction of
the brake shoes at all times during the application of the
15. Parties intending to funi-'i -L. . -. ii.i these tests
should communicate with tti<' - i-.immittee
not later than March 1st., aiiil ;i~ . i :is possible.
If any large number of com|i. i j ,- - ^ : ir iutenlion
of furnishing shoes, it may b i,- ['..---.ti: lor tlie com-
mittee lo make modifications in tlicir |)luns on account of
the time necessarily occupied in each lest.
16. The committee reserve the right to make such addi-
tion and modifications to these 1
tion of the subject may sugBest.
. further considera-
G. W. Rhodes,
THE MASTER MECHANIC.
ForgedlWronght Iron Wheels Are Made
This Coantry"
Tbiit forgod wi-ought ii-on locomotive driving,
truck and tender wheels are being made in this
country in considerable numbers will be news — and
interesting news — to most of our readers. Without
any preliminary proclamations the management of
the Baldwin Locomotive Works undertook to devise
and make a forged wheel that should not be an im-
itation of any other wheel, but which should be at
least equal in all respects to the best of them; and
without any noise of trumpets it has accomplished
I APPARATUS FOR BRAKE SHOE TESTS.
of the Baldwin Works compels thom to use a consid-
erable number of forged wrought iron wheels. For
example, they can compete with European locomo-
tive builders for Spanish orders — but the laws of
Spain prescribe that every wheel under locomotive
and pjissenger car equipment shall have a wrought
center. Without them not t)ne of our Ameri-
can locomotives would be permitted to run on a Span-
ish i-ailway. And the specifications for locomotives
for many other countries necessitate the use of
wrought" iron wheels. In order to successfully com-
pete for such orders the Baldwin Locomotive Works
must be prepared to furnish wrought iron wheels.
But a long series of very unpleasant experiences
has shown the management that to depend upon
foreign wheel makers to supply the wheels needed
must result in a loss of business. There has never
been a certainty that wheels ordered when an order
for locomotives was taken would reach this country
in time. In a grqat many cases the wheels did notget
here in time. These vexatious conditions have been
.•Ik-iicc of the
the task. The cuts of a
wheel given herewith inc
results.
It is important that the position of the Baldwin
Locomotive Works in this matter should not be mis-
understood. Nothing is further from the design of
the managers than 'to enter the market as manufac-
turers of steel-tired wheels. They are not offering
their wheels to the railroads of this country as
against other American wheels. They are not, in
any sense, competitors with them.
The facts of the case are that the foreign business
forged wheel. It is shaped up under several small
dies and finally welded together in one operation
under a steam hammer. Careful slotting in all direc-
tions through finished wheels shows that the process
welds all the original pieces of which the hub. spokes
and rim are composed into perfect homogeneity. Yet
It is really unnecessary to say that a wheel which
the Baldwin Locomotive Works manufactures and
uses on the locomotives which it builds is a perfect
wheel in its design and construction.
steadily gr
and aniioya
dimensions, special sizes, etc., were very great
Altogether, the conditions became unbearable, and to
protect its business the management of the Baldw
Works has been literally compelled to make its ov
wrought iron wheels for orders in which such wheels
are specified.
The wheel which they make is original
struction and may be truly called an American
THE NEW SHOPS OF THE LONG ISLAND RAILEOAD.
In the early part of last November the Long Island
Railway moved into its new shops near . Jamaica, N.
Y. The accompanying plan shows the general ar-
rangement of the buildings. The roundhouse has
not yet been erected, but will be as soon as needed.
At present the roundhouse at Hunter's Point is
used.
The buildings are brick, with substantial stone
foundations and granite trimmings. From an in-
spection of the plan it will be seen that there are
two principal structures standing parallel to each
other, with a transfer table in between them. One
is the machine shop and erecting floor, and the other
the car shop. The machine shop has a monitor roof
over all of that portion of it included between the
row of posts shown in the plan and the wall adjacent
to the transfer. Above this portion of the floor two
overhead traveling power cranes, esich of 2-5 tons
capacity, will be operated. A portion of the build-
ing is used for boiler works, and next to that a track
or two is devoted to tender work, all the remainder
being devoted to the general engine work. The
machinery is well placed, and several of the heavier
machines are so placed as to be within reach of the
I traveling cranes. These cranes are now being built
1 by the Morgan Engineering Co. The machinery is
driven by a 75 h. p. Westinghouse engine.
The car shop, mill and paint shop are all in the
other large building, and are 3ell arranged for their
work. A 60 h. p. Westinghouse engine furnishes
power to the planing mill. The transfer table be-
tween these two buildings is exceptionally long— "B
ft.— and runs on four double tracks. It is designed
to take on an ordinarv coach and a short four wheel
THE MASTER MECHANIC.
FEBRnAET, 1890.
Febbdaey, 1890.
THE MASTER MECHANIC.
sary. If an aspirator device is used to draw the ait
will find its way in. Of course it does this at eve
ing and crevice in the cars. On the other hand it
tilstioD be on the plenum plan, that is, a forcing in
ing full of fresh air, it is not necessary to make a special
It there bc'^au oncniiiL' for the iuffvcss of
t go 01
a funn
ime heated
I heating is neces
5 a proper one.
face, if it be in a season of the year
jsary, so that the method of Mr. Mar-
has been mentioned that this
device does the same thinR, which is true.
The question whether it is best to suck the air out
of the car or force it in for ventilation can
be decided only in favor of forcing it in, provided
it is forced in over heated surfaces, for this reason, that
when air is forced in over heated surfaces it produces a
plenum in a car and a consequent tendency to get out On
the other hand if the aspirator system be used, there is a
sucking of the air out of a car; instead of the foul air pass-
ing out of all the crevices, the fresh air is sucked in at all
the crevices, whicli, of course, would bring upon all the
passengers near those crevices a draft of air. Aside from
this, it has the bad feature of making the outsides of the
car cold and the center of the car warm, while the plenum
system tends to throw the heated airtowards the side of the
car and the various openings.
Of course so far as dust and cinders are concerned, it is
only a matter of proper screening. It is evident to any
one that if a proper system of screening is employed,
no cinders can come in through the ventilator.
Mr. Rhodes— I suppose, Mr. President, that there
is no railroad man present who will not endorse the
paper of Mr. Creamer as to the necessity for having
good ventilation in our passenger cars. But the
question presents itself, whether the methods that
are presented to the meeting are sufficient to
remedy the evil complained of. Then again, is the
evil so general as perhaps the paper would indicate?
Has any traveling man ever selected one route in
preference to another on account of the better ven-
tilation of cars on the line selected? I think not.
I do not think the methods that have
been mentioned at this meeting are such that if we
put them in service they would produce benefit such
as we would appreciate. I wish to be understood as
directing my remarks not to closed sleepers but to
the coach equipment, with double windows and
open doors.
Mr. Sehroyer — For years we have used as a stand-
ard apparatus for healing our carsastove surrounded
by a Russia iron jacket.and our method of ventilating
cars is similar to that used by the Spear Company
for years on the Pennsylvania road. In the cars
where we have steam heat, a steam radiator is
located inside of the door where the coal box former-
ly stood. This radiator is covered with a Russia
iron jacket, having a cold air pipe leading from the
jack on the outside of the car to the lop of the rad-
iator, the air being admitted through the jack and
pipe on to tne top of the radiator, the bottom of
which is entirely open. We thus get all of the hot
air on the floor, rather than letting it out at the top
of the radiator, where it would rise at once to the
root of the car. The impure air is always around
the bottom of the car, and one of the objects of our
method is to discharge the hot air at a point where
it will displace the impure air. There are two
methods of ventilating; one is by a vacuum and the
other by pressure, and we prefer the latter. We
dispose of all the cinders and dust that come in
through the jack, for there is very little velocity to
the air as it passes the radiator, because the area of
the space is so much greater than the area of the in-
let through the jack. Cinders and dust consequent-
ly drop to the floor under the radiator and can be
swept out. It is just as ditBeult to veutilate a car
to suit everybody as it is to heat a car to suit every-
body, and we railroad men kuow that this is a
pretty hard thing to do.
Mr. Wm. Forsyth spoke at some length and from
his remarks we extract the following:
This morning as I came to town from Aurora,
I was in a chair car which had a single sash
and a Baker heater. I found that the doors
were shut and the ventilators shut, and the cars were
very badly ventilated. The car stopped once or twice, but
thei-e must have been a very large percentage of carbonic
acid in thecar when we arrived in Chicago. I spoke to the
conductor about how his Baker heater was working. He
said "You can't heat this car with the Baker heater and
leave the ventilators open, when you have the single sash.
If the car had double sash you could heat it comfortably
and leave some of the ventilatoi*s open."
I am an advocate of double sash, because a car
has such a small space, such small cubical contents for each
passenger, that we need all the heat we can get to warm
the fresh air that comes in, and have the air changed as
often as possible. I think no one should feel discouraged
about the seeming impossibility of ventilating our coaches,
until our train men have been properly instructed how to
ventilate cars with the means we have already. There is
certainly an immense amount of carelessness and indiffer-
ence in the manner in whi^h this thing is treated, and an
entire neglect to instruct the men in the proper way.
These are the three things which I would offer
as practical suggestions in the improvement of
the ventilation of our cars: First, instruc-
tions to the men who have charge of them, the brakemen ;
second, the use of good thermometers; third, the use of
double sash in the winter time.
The discussion here closed and after an intermis-
sion the president announced the next appointed
subject to be "The link and other valve
motions." Those expected to open the subject
not being present, it was continued until the
next meeting. The subject of "the use of steel
plate in car construction" was brought up for
discussion, and was also disposed of in the same
way, Mr. E. W. McK. Hughes, of the Fox Pressed
Steel Company, being requested to prepare a paper.
The President— The next subject for discussion,
gentlemen, is "the best method of washing out loco-
motive boilers when there is not suflicient time to
cool them."
Mr. Barnes— Some parties are advocating the uso
of a complete fire brick lining in the fire-box, hop-
ing thus to secure more complete combustion of the
gases. As there has been some difficulty already
experienced, probably there would be still more in-
convenience in washing boilers which were so
thoroughly lined with fire brick.
President Hickey— I am now making some ex-
periments with arch brick and its retention of heat;
also the washing out with hot water, and the effect
it has on the tire-box sheets.
Mr. Hughes — I know there is a great accumula-
tion of heat in tire brick. We ran one division of our
road (in India) for some distance almost entirely with
petroleum, using the arrangement designed by Mr.
Thomas Urquhart, and owing to the accumulation of
heat in the large amount of fire brick used we were
so delayed in washing out the engines that a large
number of them were needed on that division.
Mr. Morris — We have' experienced consider-
able ditticulty in washing out engines, on account
of the arch brick retaining so much heat. We
adopted a plan of putting the cold water
in with the hot water, before emptying the
boiler and washing out— of course, after letting the
boiler stand for perhaps eight hours. I have not as
yet experienced any troub.e in washing out my boil-
ers in that way.
Mr. Peck— The way I do, Mr. President, is to blow
the steam off as soon as the engine gets in, and just
start the cold water going in and the hot water go-
ing out. In that way it would temper the water until
it cooled it. I am strongly in favor of the water leg
in place of the brick arch. I have seen water legs
put in engines which were poor steamers, and they
were changed into good steamers.
Mr. Morris — I had some experience with the water
leg in Connecticut. While.it increased the heating
surface of the fire box, we had a great deal of trouble
keeping the water legs tight, from some cause or
other, and abandoned them for that reason and put
in the brick arch.
Mr. Harrison— We have used the brick arch and
water leg for a number of years on our road. In our
new mogul engines that we are using on the Chicago
division, we have the brick arch. It is a difficult thiug
to prevent incrustation, and it may be a question
whether in that regard the water leg is better than
the brick arch. We are using the brick arch in our
passenger engines as well as some of our freights. I
have had some experience with the side sheets
cracking, but I have had more side sheets crack
without the brick than with them. We do not, if
we are in a hurry for an engine, wait for the arch to
cool ott', but wash the boiler at once. I prefer the
water leg if it can be worked successfully, and the
incrustations be prevented accumulating in there.
Mr. Johann— In my operations I have had water
leg fire-boxes and brick arch fire-boxes. The main
objection that I had to the water leg, and the reason
why I stopped the use of them was more particular-
ly from the trouble arising from the cutting action
of the cinders as they swept past the edge of the
water leg. Cinders from the fire would in eight or
nine months cut the sheet so much that it was pretty
hard to keep it tight. That is about thj only tronble
1 have had with water legs, but that was so great
that I finally abandoned them. I consider that there
is some advantage in the use of brick arches. Re-
garding washing out, I think the most proper way to
do it is to feed cold water into the hot water in the
boiler, and when it is cool enough, take out the
hand hole plates and wash out. In that way we gen-
erally get an engine around inside of about two
hours and a half. I have never had any bad results
from that method of washing out.
Mr. Barnes — What was the material you used in
the water legs, Mr Johann? And are you sure it
was not incrustation from the inside that cut them
out rather than cinders from the outside?
Mr. Johann— The material that we bad in the wa-
ter legs was copper. I thought we had no special
beneficial results from it, and therefore I did not
attempt to renew it with steel.
Mr. Rhodes raised the point that members of the
club would speak more freely and take greater part
in the discussions, if the remarks were not to be pub-
lished verbatim in the technical papers. After
some discussion, participated in by Messrs. Hickey,
Crosman, Peck, Rhodes, Sehroyer and Forsyth.
Mr. Forsyth moved that the pres.dent appoint a
committee of five to consider the matter of the pub-
lication of the proceedings of the club; and that
such consideration should be in the direction of in-
creasing the income of the club if possible. Such
The president appointed as members of said com-
mittee, Messrs. Forsyth, Crosman, Barnes, Peck
and Sehroyer.
The meeting then adjourned until the third Tues-
day in February.
CENTRAL KAIIWAY CLUB.
DiscuBaion on ComboBtion.
At the January meeting of the Central Raihvav
Club Mr. Jas. Macbeth, master mechauicof the Wes"t
Shore, and one of the committee on combustion in
locomotives, submitted a brief report in which he
gave some results of tests made by him. We quote
from his report as follows:
In passenger service with a locomotive and seven cars,
making an average speed of 4a-88 miles per hour, the coal
consumption was 47-43 lbs. per train mile; clinker and
ashSo'Jlbs. per train mile; aud the evaporation of water
was U-SS lbs. per pound of coal. The engine had 18x44 in.
cylinders, 18 sq. ft. of grate area, 340 i in. tubes 11 ft. long,
an extension trout, and carried a boiler pi essure of 140
pounds.
In freight service with a 40 car train making an average
speed of 30 miles per hour, the coal consumption was
lObbb los. per train mile; clinker and ash 7 9« lbs. per
train mile; and the evaporation 7 to I. The engine was 10-
wheeled with 18x34 in. cylinders, 34U 3 in. tubes 13-a in.
long, IS sq. ft. grate area, extension front and 140 lbs.
The expense of fuel to railroad companies being one of
the heaviest they have to contend with, there should be
perfect combustion, in view of the rapid progress and im-
proved designs that have been made in the construction of
boilers in the past few years. In my opinion the dellciency
when modern engines do not give entire satisfaction is not
altogether in the plan or construction, but in the manner
they are handled by enginemen in charge. A good share
of enginemen seem to have the idea that necessity de-
mands main force and only this, and from this sUndpoint
they feed coal without any idea as to what part of fire re-
quires the supply. My conclusions on this are reached
from the fact that in watching the smoke stack of an
engine which has a perfect draft and burns a level Are the
emission of black smoke should last but eight or ten sec-
onds after the renewing of a fire; on the other hand, it
will be noticed an engine having all the perfect points of
combustion when not properly fired or looked after, a
gray smoke will be noticed trailing, showing engine io be-
ing fired too heavily or unevenly. The trailing of black
smoke is not ouly disagreeable in passenger service, but
an engine when crowded and fired in the manner stated,
will not steam freely nor give good results. I trust the
subject shall be continued with a view of obtaining the
very best and most economical methods of burning coal in
our locomotives.
Mr. E. A. Miller, master mechanic of the N. Y. C.
& St. L. R'y, supplemented the report by submit-
ting a comparison between engines using straight
stacks, high nozzles, and in some cases brick arch
in the fire-box, and other engines having diamond
stacks, petticoat pipe and low nozzles. He said:
I have at this date ouly two engines with arches in the
firebox, and those engines average 325 miles daily on six
tons of coal with a train of four coaches heavy loaded.
Eight wheel (35 ton) engines, with diamond stacks, pulled
30 cars of 15 tons capacity between Loraine and Uhrichs-
ville, with about 6^:j or 7 ton of coal; the same engines
with straight stack haul 35 to 38 cars, according to weather,
of 35 ton capacity, with about an average of 6,'i tons of
coal, per 100 miles, an increase of about 335 tons'per train.
Mogul engines (-'0 ton weight), with diamond stack,
hauled 45 cars of 15 ton capacity, on 7I4 tons of coal, per
100 miles; on the same track with the straight stack and
corresponding smoke box arrangement, the engines hauled
40 cars of 35 ton capacity with BV tons of coal per 100
miles, a saving of one ton in coal and handling of 335 tons
more freight per train. This, of course, is an average.
The engines have no extension fronts.
Mr. Dolbeer (Buffalo, Roch. & Pitts.) in the dis-
cussion which followed stated that on his road a
limit of lU pounds of coal per car mile tor passenger
runs and 4.30 pounds for freight trains is established
aud a premium is paid for the saving effected by en-
ginemen under this limit. One of the men had run
with an average of 2i pounds per car mile and re-
ceived the highest premium, this being the star re-
cord. The amount of coal remaining in the tank at
the end of a run is determined by measuring the
tender.
Mr. Mackenzie said that on the Nickel i'late,
while he was not in favor of extension fronts, they
knew very well they were pulling the same num-
ber of cars that the engines did in 1887, and with
increased tonnage. The comparisons of pounds of
coal consumed per car mile did not have much to do
ith the number of cars, but its application to the
innage was the most important feature to be con-
idered.
Considerable discussion was had on interchange
jles. The president announced as subjects for the
ext meeting the "Interchange Rules" and the
Wear of Steel Tires on Cars and Engines." He
appointed as a committee to prepare a report on the
latter subject, Messrs. F. B. GriHith, D. i.. & W.;
A. C. Robson, L. S. & M. S., and W. A. Foster, F.
B. C. Co.'s Railroad.
The election of officers for the ensuing year re-
sulted as follows: President, Eugene Chamberlain-
THE MASTER MECHANIC.
Februabt, 1890.
vice presideut, A. C. Robson; secretary and treas-
urer, F. B. Griffith; executive committee, T. A.
Bissell, J. D. Mcllwain, P. H. Griffin, C. A. Gould,
Peter Smith, Jas. Macbeth, C. E. Rood. W. E. Cor-
coran of the Express and Harry D. Vought of the
Courier were elected assistant
NEW ENGLAND CLUB-
Discassion on Foreign Travel.
The New England Club met in their rooms at the
United States Hotel, Boston, on January 8, Presi-
dent Richards occupying the chair. The subject
was " Notes on European Travel." The secretary
read a paper contributed by Mr. Albert J. Pitltiu,
superintendentof the Schenectady Locomotive Wrs.,
from which we extract the following:
The locomotives used abroad have beeu so fully illustra-
ted that Americans generally have a very good idea of
iheir design. The principal deparlure trom the usual
standards is the compounding, which seems to meet with
considerable favor. Some ol the proportions of these en-
gines, however, would hardly meet with approval here;
lor instance, one of the new designs is a 20 and 28 x 24
compound, having a single pair ol driving wheels T.'o ft. in
diameter, the weight on drivers being but 40,0UU lbs. We
would naturally ihink this engine over cyUndered, and
would expect it to lose about as much in slipping as would
be gained by the compounding. The engine with twelve ot
the light English cars did slip badly in starting and the
speed decreased to a marked degree on ascending grades.
Still, sufficient economy is shown in the compou nding of
the various types that this particular road is building
nothing but compounds for road traffic. Another road is
building compound passenger engines only. Wth our
modern designs of locomotive, having large boiler, and
consequently more weight on drivers, lor a given cylinder
power, there seems no reason why the principle of com-
pounding should not be successfully introduced. The crit-
icism we so frequently hear that the compounds are slow
in starting trains, seemed to have more foundation on the
fact that they slipped badly from lack of sufficientadhesion,
and consequently cannot exert their full cylinder power.
The workmanship on locomotives is laboriously per
feet, much time being spent in finishing and polishing
parts that for ordinary service were better painted. Many
of the designs seem to have been made with little idea of
cost of construction, and, as is well known, the working
parts are very inconvenient to get at for any little repai
necessary to be made on the road.
are the exception rather than the
generally are well designed for
L with a marked degree of
through the various sh^ps one is imt
perionty of our modern design (
' > you find I '
repaix's, howc
I the locomotives
ice, and perform
looking
sed
decreas-
> that compare at
our best builders. This is
due largely, no doubt to our depending so entirely on tools
in reducing the cost of production
ing the amount of wages paid the
Mr. John Co^jhlan, master car builder of the Bos-
ton, Revere Beach & Lynn Railroad, also gave notes
of his travels from which we extract the following:
After landing at Liverpool we went to examine the first,
■ rs. The two latter classes had
to make the darkness visible,
; second class cars were fairly upholstered,
! third class cars bad merely a piece of carpet tacked on
! seats, which were the solt side of a pine board. We
o exauitoed the two grades of first class cars. We found
accommodations on board for attending to the calls of
.ure, which seems to be one of the greatest discomforts
traveling in Great Britain. After seeing all that we de-
Kd we went to the Lancashire Railroad. They use a con-
uous brake almost entirely, but have no hand brake,
e Midland uses a hand brake on the platform with a
ew and a vertical shaft connected with a lever acting
:lhe
i would run a hundred per cent, better than
class French cars did, judging from our experi-
. ihL-y were also very poorly lighted. The first
4 are somewhat belter. We went to the Saint La-
on, and from there to the railway department of
iition. We spent eight days at the exhibition.
11.4m . I ,1- no smoke coming from the smoke
&ra iiL' to the employment of the force
Ui,i . mspected. We found the boiler
\v,i- . li-.-ssure. The air was heated to 150
dt-L I ,1- lip through the smoke ilue where the
two upT.ik._s <uinlniiLd together and then forcing one cur-
rent of air over the lire and two through the ash pit below.
Not a particle of smoke could be seen and I wondered whi
we could not use some such sistcm as that on the railroads
in our own country.
Mr. J. A. Coleman, Providence, R. 1., was the
next speaker. We give an abstract of his remarks
as follows:
Arriving on the other side, one of the things
which first struck me and which I will always
remember is the excellence of the road beds and
the avoidance of curves, but the first time I ever
experienced anything like real comfort and luxury in for-
eign travel was in ls74 between Vienna and St. Peters-
burg on a trip from Egipt to Kussia. However, they
have nothing in Europe to match the comfort of railroad
travel in this country. 1 lived in Prance some seven years
and found them very slow in iutroducing even sued ac-
commodations as sleeping cars, and I have paid seven dol-
lars for a berth for an eighteen hours' ride from Paris to
Marseilles. My idea of real suffering is_ to travel night
and day ■ ■■ •
to the English first class. The seats of our cars are not as
comfortable as many of those on the European railways.
I think the difference between our American system and
the European is that over there everything is done for the
roadbed, but the running gear of the cars does not receive
the same attention, and they are so constructed that they
must have a straight road or they would not run. Take
one of their trains and put it on our road and you could
not go at anything like reasonable speed and keep the train
on the track.
Mr. Firth, who has spent several years in Russia
and Germany, made some remarks in response to the
call of the president. He said:
The railways of Russia are fortunate because in the
early days they had American engineers to build their
principal railway, who installed a system which is prac-
tically American, and they still adhere more or less to your
admirable construction of railway carriages, by which the
passenger can go from one end of the train to the other.
They also have their sleeping ear arrangements, but they
do have four classes of cars. They have made such intro-
duction of all classes of locomotives and rolling stock from
France, Germany and England that when I left there about
five or six years ago they had a very mixed class of rail-
I way rolling stock. In Russia we have your American
Baldwin locomotive and the Grant locomotives. We have
stuck to the direct action between the eccentric and the
valve,to great advantage in the mechanical working of the
locomotive itself. Russia began to build for itself exten-
sively about 10 or 12 years ago, and I think their deaigns of
locomotives have a larger heating surface than you gentle-
men use. This has a direct bearing on economy in the use
of fuel. Russia to-day has good schools and is educating
its young men in all that belongs to technology, and among
other subjects they have got hold of the construction of
railways and the construction of railway rolling stock.
In short, in my opinion, nowhere but in European Russia,
and in America, can be found the nearest approach to ab-
solute comfort in railway travel.
Mr. McFethries spoke of the Russsian railways as
follows:
While I was in Russia the government ordered
the passenger (jars to be changed to have a
free passage through the center of the trains. I happened
to be on the Moscow & Nishni Novgorod road at the time,
and we had to change a great many cars ovtr which were
built in Germany and England, and I think they approach
the nearest to American passenger cars of anything in Eu-
rope. They have sleeping cars for the second and third
class, and I have built some myself for the second class in
which the back lifted up and formed the npper berth and
the two seats drew out and made a lower berth.
COMMUNICATIONS-
"Baker" Heater Explosions.
Chicago, Jan. 32, 1890.
To the E.iitor of the Railway Master Mechanic:
I notice that several recent explosions and fires in cars
have been charged up to the "Baker" heater. One item in
particular which I find in one of the railway papers, I will
WoKK OF THE Car Stove.— The bu:
wrecked at Sidney o
vasdu
le Baker heater
ised by a broken switch
I sleeping cars left the tracks and piled
Union Pacific,
s. The derail-
bag-
cross fashion. There were
cars in the train, one containing storage mail and the c
working mail, and the Baker heaters in both cars '
' ' ' fire scattered in every dii
broken and t
The wreck
or three minutes after the derailment. Most
all of the mail in the storage mail car was saved, but much
of the mail in the local or working mail car, as well as ex*
press and baggage, was destroyed. The burning of five
out of the seven cars composing the train will involve a
loss of $tiO,OOU.
I wish to have it understood that the heater causing the
destruction above noted is the old style Baker heater and
not the "perfected" nor the "fireproof" Baker heater.
With either of the latter the throwing out of coals is an im-
possibility.
Car heaters should be as absolutely free from fire throw-
ing and from explosion as it is possible to construct them.
The safe in the express company's car is made proof against
fire, and burglars— both to be kept out. Fire, by the same
provisions, can as surely be kept in a car heater.
Flexible steel, '4 inch thick, thoroughly riveted, or weld
ed into one solid, seamless piece, is the material to form a
safe for the fire, as well as safe for valuables. The neces.
sary openings for feeding the fuel, admitting air for its
combustion, and cleaning its ashes, can be readily provided
without lessening the tire-retaining qualities. Such a car
heater is made and put on the market by my company, the
Baker "fire proof heater. It has been in use in 300 cars
during the last three winters. The first of these steel heat,
ers were constructed specially for hard coal. We are now
making them to burn, (without clogging) soft coal, wood,
or any kind of fuel.
To prevent the possibilities of the heater itself, or of any
per-son, being injured by an explosion, we provide one
weak spot in the heater— a detached portion, or safety vent,
which is a hollow spheroidal bulb. It is jointless, cast in a
single piece, and with a top so thin and weak that it is sure
to blow off at a fixed pressure, and that far below the point
that would even strain the joints, much less burst the
heater di*um— the weakest portion of the Baker heater. A
new vent is readily screwed in, by hand, to replace the
broken vent.
No car heater has heretofore been made to successfully
control its own fire. It is completely accomplished in the
"fire proof" heater as follows: The regulator diaphragm,
the portion that is moved by the expansion of the hot water
in the pipes, and which gives the required motion to the
draught door, is of corrugated steel, the same as used for
steam pressure gauges, only, in this, case a duplicate cop.
per diaphragm is placed on each side of the steel one, for
protection against rust.
In order to allow the fire to create any given pressure
within the heater, and, consequantly. any desired degree of
heat, it is required of the attendant to simply hook a spiral
resisting spring into any one of several holes in the lever
operating the draught door, over each of which holes are
the figures 10, 20, 30. 40, 50, which denote the pressure of
hot water to be canned in the heater.
The generator coil in this heater is made of double the
quantity of pipe the old style Baker heater contains, and is
thus given the increased power that is required for the cars
now built (which are much larger than those for which my
original heater was intended,) besides giving a surplus of
heat to be used for the much needed ventilation of the cars.
Without saying anything further, I leave the intelligent
readers of the Master Mechanic to draw each his own
conclusion as to the desirableness of a car heater thus con-
structed. My main point is to make it understood, that my
present "perfected" and "fire-proof" heaters must not be
confounded with the old style Baker heater.
W. C. Bakek,
President The Baker Heater Co.
Are Present Valves Economical^
Adrian, Mi.
To the Kditor of The Railway Master Mechanic:
I have been much interested ii
to compound locomotives, and valve gear, valves, etc., in
your paper lately.
It seems to be conceded that the D valves and Unk mo-
tion are not economical when working at points of cut-off
less than about one fourth of piston stroke. Is not this fact
owing largely to the very small opening and very gradual
closing of the steam port, combined with the early release
and great compression, all three occuring at very short
cut-offs?
Is not a large clearance as much a factor of loss in a
locomotive as in a stationary engine J
In short, if a valve could be constructed that could be
used with the link commonly in use, that would insure an
opening for steam admission of nearly the whole port area,
when working at, say one-tenth piston stroke, and that
would close quickly, and thus secure a high initial press-
ure, and at the same time release the steam only in time to
empty the cylinder in time to prevent back pressure; and
that would keep the exhaust wide open most of the stroke,
only closing in time to get suflflcient cushion— would not
such a valve with clearance as small as can be made, and
release and compression controlled at pleasure give us
what is really needed^
If we had a valve that would shorten the point of cut off
automatically if the wheels slip or speed increases running
down hill, and that would delay the point of cut off when
speed is reduced for any cause, as on a grade or with
heavier load, v/e would have a valve that would be much
easier to handle an engine with when switching, and
which would move an engine very slowly with an open
throttle. Would not an ordinary American locomotive
using very high pressure steam and such a valve, be as
economical as the compound locomotive^ I got up a valve
as described above and put it on a stationary engine mak-
ing 300 revolutions per minute, which made an excellent
card. I corresponded with some mas er mechanics about
it, but most of them thought the D valve all right. Onc^
however, invited me to visit him, and he was so wel,
pleased with my valve that an agreement was made to put
it in use; but his death closed the matter then. Late dis-
cussions have aroused interest in the matter, and I am open
to correspondence with any master mechanic who desires
to know more about my experiments.
J. C. LiNNELL.
[The objections to the steam distribution effected
by the common link and the D valve, as outlined by
our correspondent, are substantially correct, but
though these imperfections are present it must not be
inferred that their removal would banish all barriers
which now stand in the way of obtaining the great-
est economy in the use of steam. Large clearance,
great compression, small port opening, etc., are all
objectionable, but even if they are remedied without
introducing complicated mechanism, the condensa-
tion of steam in the cylinders would limit the num-
FEBBnABY, 1890.
THE MASTER MECHANIC.
ber of expansions which could be economically em-
ployed to about four. It is the evils of cylinder con-
densation which the compound locomotive is, among
other things, expected to partially overcome. We
fear, from the last paragraph of our correspondent's
communication, that he is attempting altogether too
much with his valve. There is very little call for a
valve which will automatically control the steam dis-
tribution on a locomotive. An engineequipped with
such valves and using a very high boiler pressure
would not show the same economy, for the reason
that the higher the boiler pressure and the earlier
the cut-off in a single expansion locomotive the
greater the percentage of loss from cylinder conden-
sation, while in the compound the advantages of high
pressure and a large number of expansions can be
obtained with far less loss from cylinder condensa-
tloji.— Ed. Railway Master Mechanic]
, Jas. s, IS90.
Oaki.am., C
Tu the E<lltur of thi- Riiilway Master Mechanic:
I have just read a letter in your December issue written
by Mr. Guy Knox in relation to railway shops and their
management. I would s>iy in reference to railway com-
panies doing nothing but running repairs on their locomo-
tives and sending their hettvi- work to contract shops, and
buying everything of private concerns, that such a policy
is simply erroneous. I claim,— basing my claim upon a
long experience — that fl.'i per cent, of the railways would be
in the bands of receivers in less than twelve months, if
such a policy were followed.
f railway shops
conducted
•No.'
say yea— tl
in those shops with s
c at the head — a busit
: here in California or in the southern coun-
been employed by railway companies that
. their locomotiv
be overhauled to the I
NEW HOLLOW CHISEL MORTISING MACHINE,
bidders, but after a short experiment in this direction they
soon changed their policy, for the stockholders found there
was no dividend declared because contract shops and rail-
way supply houses had eaten it up.
When you send a locomotive for overhauling to a con-
tract shop. It is the proprietor's cry, to rush her in, and
chase her out, and the pass-words are, "let that go," "that
will do,'" etc. When this engine comes out with a streak
of black paint it is an "overhauled engine'' "don'tcherknow.''
It may suit disciples of Mr. Knox to show such an engine to
the general manager and say, "Ah I see that engine; I had
it repaired at Sweat, Hard &Co's. at a cost of one half less
than we ourselves could do it for.*' Of course the general
manager smiles and passes the Havana : but should he keep
a record of that engine for one year, and compare it with one
that is overhauled at home at a cost, say tive-eighths greatTer,
he will come to the conclusion that his master mechanic is
playing a losing game. I claim from a long experience in
locomotive shops, that railway companies can do overhaul-
ing 2.5 per cent, cheaper than any kind of a contract con-
cern can do it for them; and, that where a plant is large
enough, there is no reason why the railway companies
should not be able to build as good (and as cheap in the
long run) a locomotive as most eastern factories are build-
ing.
Most of the locomotives that are sent from the factories
to-day are thrown together and after six or eight months
of service are ready to be shipped ; and if you notice their
record after a thorough overhauling in a lirst class railway
shop, you will find that they are good for two or three
years of hard service. Again, wlien they are brorglit in,
their machinery is in all probability in better condition
than during their first six months of service from the fac-
tory.
If contract shops and private concerns can make money
in supplying axle springs, rails and a thousand other things
to railway companies there is no reason why, if a railway
company has the same tools and labor with which to pro-
duce the same articles, they are not losing money by buy-
ing them from outside parties.
I shall come to a conclusion by saying that Mr. Knox pro-
bably bases his whole theory on an incident which he re-
lates, in which he saw a man in a railway shop take five
days to turn off a pair of drivers at a cost of Hi 50. Wei
the master mechanic who had charge of the shop was no
fitted for his calling. Let Mr. Knox come to Californii
and we will show him how to turn out drivers at a cos
of ?3'.50. Yours truly.
W. D. Hoi.i.ANi..
A NEW HOLLOW CHISEL MOETISINO MACHINE
Hollow chisel mortising machines are not new,
but they are not yet in such general use, but that a
lively interest centers about their curious operation
of " boring a square hole," as their work is aptly,
though incorrectly, termed. The novelty of these
machines consists in the peculiar formation of the
chisel, which, as shown in our engraving, is square,
and is Tilted with an auger made to revolve inside of
it. The end of the auger projects slightly beyond
the edges of the chisel, and when presented to the
timber it bores a round hole— the chisel following it
and simultaneously squaring out the four corners
and sides. It will be readily understood that mor-
tises of any length and width may be cut by forming
a succession of square holes running into each
other.
Our illustration shows an extra heavy machine of
this class. It is of a new design and will be found
useful for mortising in hard woods used in car build-
ing. We believe that hollow chisel mortising ma-
chines have hitherto been made by one or two firms
only, but the Berry & Orton Company, whose ma-
chine we illustrate, are now seeking for a share of
the business of supplying the demand for them — a
demand that is destined to be much larger than at
present, as the merits of these peculiar machines be-
come better known. In placing this machine on the
market the Berry & Orton Company have made it a
study, both in the design and arrangement of parts,
to make it the most complete hollow chisel mor-
tiser ever offered. They claim the following point
THE MASTER MECHANIC.
Febsuabt, 1890.
AUTOiMATIC COAL CHCTE
UOALINtl LUUU.MC
of superiority over machines of other manufacture:
"A much stronger, more substantial machine, and
one less liable to get out of order; longer belts,
which are more accessible, being all outside the
framing of the machine; the driving power for forc-
ing the chisel into the wood is placed as nearly the
center of the chisel as possible, which is from 6 in.
to 10 in. nearer than on other machines; the support-
ing of the timber to be acted upon is directly back
of the table and is in a direct line of the chisel; the
framing of the machine is such that the thrust while
making the mortise is taken both above and below
the chisel, hence the soring of the machine is re-
duced to the minimum, and the chisel, after being
forced into the wood, is drawn with much moie ease
and less liability to break than when the strain is
taken entirely below the chisel; a double set of stops
is supplied for regulating the position of mortises
vertically; it is a much cheaper and more durable
machine."
The weight of the machine illustrated is 5,600
lbs. Its countershaft has tight and loose pulleys—
which are 12 in. diameter, and 6 in. face— and should
made SOO revolutions per minute. The Berry &
Ortoii Co., Philadelphia, Pa., are the makers.
ADTOMAnC COAL CHUTES FOE COALINO LOCOMOTIVES.
That the use of some kind of chute tor coaling lo-
comotives is in the long run much more economical
than the old methods of shoveling direct, and using
crane and derrick, is probably admitted by all rail-
way companies at the present time, although some
of them adhere to the past and hesitate before the
immediate outlay necessary for improvements. How-
ever, year by year more and more chutes are being
erected, and the crane and derrick are being grad-
ually relegated to some better use.
Nowadays as the fast trains scour the country,
wlien the locomotive finds it necessary to refill the
coal tank, it pulls up in its swift course by the side
of one of these coal chute build ings. Scarcely have the
wheels ceased to revolve, when the chute throws out
from one of its numerous mouths or pockets a tor-
rent or shower of coai. One second before the locomo-
tive's tank was nearly empty,now it is heaped up with
the black fuel, and the locomotive takes flight again
with scarcely a break in its rapid progress. This is
a very different process from that involved in taking
coal from a derrick and crane, where the train has
to wait many minutes while the tank is being tilled.
This economy of time is a very important point in
these latter days, when every road is straining to
make better time,and when twenty min utes or half an
hour saved every day on each train going over the
line is by no means a small item in point of expense.
However, in other respects the chute saves money,
and no small amount. At least half the labor will
handle the same amount of coal with the chute that
is required to handle it by the crane and derrick , or
by shoveling, and by many roads the decrease in ex-
pense is claimed to be more. When these facts are
taken squarely into consideration it will be seen that
no railroad can really afford to put off the erection
of suitable chutes.
Of all the chutes now in operation, the Burnett &
Clifton is bidding fair to grow into almost general
use, if it has not already that position. It has at-
tained its popularity by reason of its rapidity and
ease of operation, its convenience and by its cheap-
ness of construction compared with many, although
not all other systems. Such roads as the C, R. I. &
P., the A., T. & S. F. and the Union Pacific are
using nothing else. The Union Pacific have put up
over.400 pockets upon this plan during the past two
years. The Rock Island, after several year's trial,
equipped all of its new lines in Kansas and the west
with it. Many other roads, among them the C. &
N. W., the Illinois Central, the Rio Grande, the O.
& M., after trying nearly all other devices, such as
the dumping car, the crane and derrick, the Kerr,
etc., have come to this as the best, the safest, the
quickest and the most convenient.
The noticeable points in this chute arc as follows:
The apron, or spout, which carries the coal to the
tender when swung down is more easily handled
than in other chutes, because of its being balanced
on its hinge by arms extending to the rear and coun-
terweigh ted, and because of the fact that the motion
of the apron automatically releases, opens, holds
open and shuts the inside door or gate. This inside
door or gate sustains the pressure of the coal
in the pocket until the apron has been swung down
by the fireman on the tender. When the apron gets
down with its lip projecting into and over the tank
of the locomotive, it automatically operates the in-
side door, as stated above, by its arms in the rear.
These automatic movements of the inside door, at
precisely the right time without being touched by
hand, are a great con%'enience and effect a large sav-
ing of time, and, together with the ease of handling
the apron, make it possible to coal a locomotive of-
ten in less than 20 seconds, the total time that the
engine stands still. The users of the chute say it
works perfectly and does not get out of order. Those
interested in the chute, it may be proper to add,
have taken pains to have the buildings constructed
in a proper manner, and the iron work made with
sufficient strength and in nice shape.
Working drawings of this style of chute were
given in our issue of .June, 1889. The illustration
shown herewith is taken from a photograph of a
40-pocket double chute lately completed for the C,
R. I. & P. Railway Company at Eldon, Iowa, by
Williams, White & Co., of Moline, 111., the builders,
ho also control the patents.
The midwinter (February) Century is notable among
other things for the final instalment of the Lincoln biog-
raphy. The chapters include the 'Capture of Jefferson
Davis," "The End of Rebellion," and "Lincoln's Fame."
Two poems on Lincoln follow the close of the life (one by
Stuart Sterne and the other by Jas. T. McKay), and sup-
plementary papers on the "Pursuit and Capture of Jeffer-
son Davis," by General Wilson, who commanded the Union
cavalry, and by Wm. P. Stedman, of Company B, who was
an eye-witness. In the "Open Letter" department is an
anecdote of Jefferson Davis, showing his indignation at
the proposition to use concealed explosives in the coaling
stations of the United States navy. There are comments
aUo in the "Open Letters" on the Lincoln History, one of
which defines McClellan's political position. • • '
Februabt, 1890.
THE MASTKR MECHANIC.
note there is given a very interesting unpublished corres-
pondence between Edward Everett and President Lincoln
on the addresses delivered by the two orators at Gettys-
burg, The Lincoln life has run through forty numbers of
■jhe Century Maganzie.
NEW BAND SAW.
The Egan Company, of Cincinaati, have lately
brought out a now line of band scroll saws, rariging
from the smallest to the very heaviest, the latter
suitable for the heaviest and hardest work. These
saws are all made from new patterns and are beauti-
ful in design and possess many valuable conveniences
and improvements. The machine we illustrate is
their heavy band scroll saw.
The wheels are 38 in. in diamel^er, made solid and
turned perfectly true and covered with rubber bands
made especially to order and in such a manner as to
insure their remaining on the wheel until worn out,
if properly handled. The wheel is perfectly balanced,
making a very reliable and true-running wheel,
which is a great point on a band saw, preventing the
stantly made to suit the saw by adjusting the weight.
The patent roller guides are made on an improved
plan, one set to support the saw below the table and
one set above the table. They are attached to the
adjustable guide bar and raised and lowered by a
counterweight provided for the purpose.
The patent tilting device for throwing the upper
wheel and bo-\ to an angle, so as to lead the saw
blade to any path on the wheel, is very simple and
reliable.
The machine has a patent belt .shifter and brake
combined, fitted to the machine so that the belt can
be run at any point of the pulley, while the brake
acts gently, stopping the saw in the quickest nossible
time. Further particulars will be furnished by the
manufacturers, the Egan Co., 216 to 236 West Front
street, Cincinnati, Ohio.
A NEW "HEAT STORAGE" SYSTEM OF CAR HEATING.
The equipment, now in progress, of trains on the
Norfolk & Western and the Shenandoah Valley
ambed.
NEW BAND S.WV.
breaking of saws, and allowing the very finest saw I roads with the system of car heating embraced in
blades to be used to advantage. the v)atents owned by the Morton Safety Heating
The table is of iron, planed perfectly true and pro- Company, of 112 East Fayette street. Baltimore, Md..
vided with a new locking device for holding the ta- ' brings another Kichmond into the field of car heat-
ble at the desired angle and the blade running true
to the center of the cut.
The column is very heavy and cast hollow, com-
bining strength with neatness of design. The top of
the column is planed true to receive the patented
sliding bearing for the upper wheel shaft. This
bearing is raised and lowered by a hand wheel and
screw. The lever which gives the tension to the saw
supports the screw. A change of tension can be in-
ing by steam. The Morton system is quite unlike
any of the others in its chief features. It puts a
"register" into each end of the car, hut these
registers, instead of being a series of iron pipes, are
each a single block of terra cotta. and the steam
pipes along the sides of the car are of the same mate-
rial. The terra cotta blocks are in cast iron cases
of an ornamental design and similar in size and gen-
eral appearance to an ordinary house register. The
steam heating pipes within the car are about 34 in.
in diameter and are protected by a sheet iron wrap-
ping which secures them against accidental break-
age.
The terra cotta registers are provided with a num-
ber of passages all leading from the point where
steam enters the registers to the point where it
Or they may be described as "honey-
so that the steam on entering from the
train pipe is difl'used through the many passages in.
side the block, and thus rapidly heats the latter and
enables it to radiate heat into the car. The steam
passage of the pipes inside the car is comparatively
small, leaving a considerable thickness of terra cotta
to receive and retain heat from the steam which
passes through it. Suitable devices are employed to
prevent the accumulation of condensed water in the
pipes and registers.
Every one knows the comfort of a heated brick
under one's feet during a ride over country roads on
a sharp, winrtv winter's day, and how long the brick
keeps warm in spite of frost and wind. It is well
known, too, that porcelain, soapstone, terra cotta or
brick are used for stoves all over Europe, because of
the slow and equable radiation of heat by those sub-
stances, and the comfort and economy resulting from
tbeir use. The Morton system is an ingenious modi,
fication of the hot brick which made winter stage
coaching tolerable to our grandfathers, to meet the
conditions of modern railway travel and the demand
tor absolute comfort on the part of the travelers of
to-day.
Two important claims of superiority are made for
this sjst«m. One is, that by admitting steam for a
few minutes before a train starts, and also at stations
where the longer stops are made, it is unnecessary in
any ordinary winter weather to call on the boiler for
steam to heat the train while the engine is working.
The heat quickly stored in the registers and radiat
ing pipes while the train is at rest is slowly and
evenly given out during the run. Most of the steam
used to "heat up" would otherwise blow off and be
wasted.
The second claim is, that this system, with reason-
ably careful supervision, will prevent the serious dis-
comfort of over-heating in moderate weather. A
metal pipe quickly becomes as hot as the steam
which passes through it— a heat which cannot be
less than 212 degrees. This, especially in cool but
not cold weather, is too much heat, and makes pas-
sengers uncomfortable. But it should not be difll-
cult to arrest the heating of the terra cotta registers
and pipes before they become .so much heated.
As regards safety to life and property in case of
accident, etc., this system has the merits of the other
methods of heating trains by steam now in use. Its
operation on the roads named will be watched with
much interest bv railroad men.
PERSONAL.
Mr. Wn
Stroudley, the well known locomotive suiierin
tcndent of t he London, Brighton & South Coast Railway Co.,
England, died in Paris, France, December 20 last. He
was born at Oxford in !«), and although without any
early educational advantages soon pushed his way into the
front ranks of his profession. After holding several im
portant positions, he entered the service of the above
named company in ISTO, as the head of the mechanical de-
partment, and in the IS years elapsini? between then and
his untimely death, practically revolutionized the motive
power and rolling stock of that road generally, making
them second to none in fJreat Britain. He was well known
by reputation in this country, and those American engi-
neers who have visited him at the Brighton shops and had
the opportunity of seeing his work will join with us in say-
ing that when William Stroudley died a great engineer
passed away.
Horatio Allen, the well known civil engineer, under
whose direction the first locomotive brought to America
was built and run, died at his home in Montrose, N. J., on
January 7.
I Mr. T. S. Lloyd has been appointed master mechanic of
I the Cincinnati division of the Cheaspeake & Ohio.
I Mr. Geo. F. Wilson has been appointed general master
mechanic of theC. K. I,& P., vice Mr. T. B. Twombly re-
signed. Mr. Harry Monkhouse becomes assistant general
THE MASTER MECHANIC-
Febbuaky, 1890.
Mr. John R. Tilley, who for several years past has repre-
sented British builders of machinery and steam engines at
Demarara, British Guiana, has severed his British and
Scotch engine connections and has become the resident
agent of the Westinghouse Machine Company, of Pitts-
burgh, for Demerara and the British West Indies. Mr.
Tilley is a very able engineer.
Mr. J. S. Patterson has been made master mechanic of
the Columbus, Hocking Valley and Toledo, in charge of
motive power and cars. Master Mechanic Hutchins and
Master Car Builder Rockafleld have resigned.
Mr. E. Bronner has been appointed master car-builder of
the Michigan Centr.al
It is reported that Mr. H. Tandy, superintendent of mo-
tive power of the New York, Ontario & Western, has re-
signed.
An apparatus for measuring and registering the
vertical oscillations of locomotives will not be with"
out interest to our readers. Such an apparatus was
exhibited at the Paris exposition by the Western
Railway Company of France, and we give illustra-
tions of two forms of it, together with diagrams show-
ing the form of record produced by them. The ap-
paratus registers the vertical oscillations of the foot
plate of the locomotive relative to the leading axle
boxes, or in other words, the vertical play of the
spring, and has been in use by the railway named
since 1879. From an account of these devices appear-
ing in London Engineering, we abstract the follow-
ing descriptive note:
Fig. 1 shows an arrangement in which a connection
to the axle box imparts an oscillatory movement to
an arm which is connected by a rod to a carrier slid-
ing on a horizontal bar, this carrier being provided
with a marking point which bears upon a thin zinc
plate coiled on the drum shown, this plate being
coated with a protective varnish which is scratched
off by the point. The oscillations of the arm which
actuates the marking point also imparts, by means
of the ratchet and gear shown, a rotary and also a
slow longitudinal movement to the drum carrying
the zinc plate. Another marking point, s, actuated
by a rod leading to the footplate, serves to mark by
hand on the zinc plate tbe time of passing each kilo-
meter post. After their removal from the drum the
zinc plates are submitted to the action of acid, when
the parts from which the protective varnish has been
scratched off are etched away and an engraved plate
obtained from which a print can he taken.
NEW RIG FOR COPYING WAY-BILLS.
In the other apparatus, shown by Fig. 2, the record
is obtained upon a disc instead of a cylinder, and this
disc has a regular movement imparted to it by clock-
work instead of being moved intermittently at each
oscillation of the spring. It consists, as will he seen,
of a lever L connected at one end to one of the lead-
ing spring boxes, and at the other giving motion to
a marking style ( which presses against the var-
nished zinc disc D, this disk being mounted on a
shaft which is driven by clockwork. A piece of india-
rubber coiled on the shaft of the disc with a slight
tension compensates for the slight variations of re-
sistance to which the clockwork is subjected in con-
sequence of the friction of the style (. Another style
s, actuated by hand from the footplate, serves to
mark the passing of the kilometer posts.
The form of record produced by these two devices
is shown in fac ^inii'" '^''" nnner record is from
design No. 2. Tbe speed of the disc being constant,
the distances between the kilometer marks on the
margin afford an indication of the speeds at which
the different parts of the run were made. In the
lower record, produced by design No. 1 the upper
line gives the record made by the deflections of the
spring, while the lower shows the record of the pass-
ing of the kilometer posts.
These devices are interesting and suggestive, but
we doubt if mechanical engineers on this side of the
Vtlantic would be satisfied with such crude appara-
tus, especially with the first described design. The
lecord, too, would be far from satisfactory to them,
in point of neatness and definition. Judging from
the long period that these devices have been used,
however— ten years as it appears— they must provide
fairly serviceable records. We are not informed as
to the object of ascertaining the extent of the verti-
cal oscillations but presume that the condition of the
springs, and possibly the perfection of the counter-
balancing, are sought to be observed. A very rough
idea of the condition of the track might be also ob-
tained with the apparatus; and,as is intimated above,
a fair sort of a speed recorder is supplied by it.
A NEW EIO FOE COPYING WAY-BILLS.
Almost without exception railroad offices and
counting-rooms throughout the country, with a large
amount of correspondence to be copied, have great
difficulty in properly dampening the copying pads
used in the press. The above device, manufactured
by Samuel C.Tatum & Co., of Cincinnati, O., is made
to meet this trouble, and as may be seen from the
cut, is very simple and easily kept in order. The
tank, which is 12x24 in. and 5 in. deep, will hold
several hundred pads at a time, and by rapidly run-
ning them through the wringer, the excess of mois-
ture is quickly withdrawn, and the pads can be put
between the leaves of the letter or way-bill copying
book without fear of getting a blurred copy.
Those in railroad ofllces who are familiar only
with the usual ill-smelling tub (which everyone
heartily wishes he could kick out of the room) and
sloppy floor underneath, with a loose-jointed wooden
wringer attached, will readily appreciate this new
rig, which is already in practical every day use by
the railroad people.
BUFFALO STEEL PBESSUEE BLOWEES.
The annexed engraving illustrates a Buffalo steel
pressure blower on a recently perfected pattern of
adjustable bed with countershaft. It is designed
and constructed with special reference to high pres-
sure duty, such as supplying blast for cupola furn-
a?es, forge fires and sand blast machines, also for
forcing air long distances.
By means of a tightening screw the blower may
be moved upon the bed while running at full speed,
tLiking up any slack, giving both belts a uniform ten-
sion which is regulated at the will of the operator.
This is a very important pMnt in preventing the in-
convenience and loss incurred by a stoppage during
heat when blowers are used for cupola purposes. A
decided saving by the use of the bed is gained in the
wear and tear of bolts, for a simple turn or two of
the nut on the end of the adjusting screw and re-
tightening of the holding down bolts takes but a
moment or two and accomplishes the same end as
relacing of the belts, which is usually put off until
the belt will run no longer on account of too much
slack.
Special attention should be directed to pressure
blower belts on account of the high rate of speed at
which they must necessarily run; and absolutely
perfect alignment of the countershaft with the
blower is essential in order to secure smooth run-
ning and even tracking, and to avoid undue wear of
belts by slipping.
A telescopic mouth piece is employed in order
that the blast piping may not be disarranged in mov-
Febsdaby, 1890.
THE MASTER MECHANIC.
BUFFALO STEEL PREShUKK
ing the blower on the bed, while sufficient length is
afforded to the countershaft so that tight and loose
pulleys can be "sed for the main driving belt. A
self - oiling device fitted to the countershaft
enables it to be run at high speeds for
long stretches with perfect immunity, it is claimed,
from heating or cutting.
A distinguishing feature of these blowers is the
solid case, the peripheral portion of the shell being
cast in one solid piece, dispensing entirely with the
objectionable "putty joint.'" Being thus practically
one piece, bearings are always, even under the hard-
est service, in perfect alignment vertically and lat-
erally with the rest of the machine, thus making it
superior in items of durability, smooth running and
economy of power. The journals are long and heavy,
in the standard ratio of length to diameter of H to 1,
and have cap bearings secured by bolts screwed in
the lower half of the bearing and held in place by
lock nuts. With this construction any wear can be
at once taken up, and it is claimed that it is impos-
sible for bearing to rattle loose. These machines
are made by the Buffalo Forge Company, Buffalo,
N. Y.
A HEW RECOKDINO PEESSUEE GAUGE*
lu designing the recording pressure gauge here-
with illustrated, the object was to produce an in-
strument which would be fundamentally simple and
consequently reliable, and which could be placed
upon the market at a moderate cost.
Fig. 1 represents the instrument complete and
ready for application. Fig. 2 shows the pressure
tube with the inking pointer attached; the front of
case, dial and cover of clock being removed. The
pressure tube A^ is of flattened cross-section and
bent into appro.ximately a sinusoidal form. A flex-
ible strip B, of same metal as the tube, is secured at
the ends and along the bends as shown in Fig. 2.
The bent tube may be considered as a series of
Bourdon springs placed end to end.
Pressure applied to the tube produces a tendency
to straighten each bend, or collectively, to elongate
the whole. This tendency to lengthen the tube is
resisted by the flexible strip B and thereby convert-
ed into a multiplied lateral motion. The inking
pointer is attached directly to the end of the pressure
tube, as shown in Fig. 2, from which it will be seen
that the usual mechanism and multiplying devices
are dispensed with, since the motion of the tube
itself is positive and of sufficient range. The special
advantage of this is evident, considering, that in all
other pressure gauges, the movement of the tube or
American Society of Mechanical
iaphragm is small, and requires a syst
im to multiply the motion many tin
available for indicating purposes. Tl
1 of mechan-
before it is
;e multiply-
ing devices must be delicately constructed and
properly cared for, and ^ven under the most favor-
able conditions they are liable, at any moment, to
be a source of error.
In the instrument illustrated, the tube is designed
for a range of 180 lbs. per square inch; for other
ranges its sensitiveness may be varied at will, by
changing its proportions, as length, shape of cross-
section, or thickness. The printed charts for receiv-
ing the record make one revolution in 24 hours, and
are provided with radial arcs and concentric circles,
the divisiO'is on the radial arcs corresponding to
differences in pressure; while those on the concentric
circles correspond to the hours of the day and night.
During the past year and a half, several of the in-
struments have been in operation upon the steam
boilers at Stevens Institute and have given perfectly
satisfactory results.
In regard to making the tubes alike, it will be well to
state that there has been no difficulty in producing a
number in which the deflections were equal for equal
pressures, and which have been directly applied to a
standard chart, without adjustment. It will be
readily seen, that, in case there should be slight dif-
ferences in the deflections, such differences may be
allowed for, by raising or lowering the tube with
reference to the dial. This is equivalent to shorten-
ing or lengthening the deflections along the radial
arcs. For an indicating instrument it is only neces-
sary to provide a graduated arc for the end of the
tube to move over.
It is evident that the instrument is adapted for a
vacuum as well as for a pressure gauge, and it
naturally follows that, if sufficiently sensitive, it will
serve as a barometer, and measure changes of at-
mospheric pressure.
The model herewith exhibited for this purpose,
was made by electro-deposition of nickel upon a piece
of solder of the proper form; the solder being after-
ward melted out in oil. The walls of this tul)e are
1-.500 in. -hick. When this tube is exhausted -of air
and sealed, as shown, it gives a deflection of about
3* inches for an external change of pressure of one
atmosphere.
Another application of th^pressure tube is in the
recording thermometer.
The tube may be filled with a very expansible
liquid, such as alcohol, and sealed. Variations in
temperature produce expansion of the inclosed
liquid, which, in turn, gives deflections of the tube
to correspond.
These deflsclions may be used to record directly.
THE MASTER MECHANIC.
February, 1890.
without multiplyiD? devices, as shovm in one of the
models.
The tubes of the pressure gauges to be inspected
hafe been made bj' the writer at Stevens Institute,
for the purpose of thoroughly testing the novel form.
The results have been perfectly satisfactory and our
recent experience in manufacturing has demon-
strated the pt)ssibility of duplicating the tubes in
quantities for a standard chart.
ELECTRIC MOTOR CAR HAULAGE.
The electric haulage system of the Jeffrey Manu-
facturing Company, of Columbus, O., possesses
many features of interest. The illustration given
herewith represents its motor car in operation. The
motor on this machine is of the same type as is used
by the .Jeffrey Company on its mining machine, and i
is arranged with a reverse rigging which consists of
a brush holder carrying four brushes, two being in |
contact when the car runs forward, the other two
when running in the opposite direction. The main
frame, rectangular in shape, is made of cast iron.
The car wheels are fitted with soft steel tires. The
motor is located in the center of the frame and trans-
mits power from the armature shaft through a suc-
cession of straight gears to the axles. The car is ar-
ranged with draw-bars and pilots on each end.
The speed of these motors varies according to the
work they are to perform. Some of these motor cars
running in coal mines haul loads over as high grades
as 4* per cent, with perfect ease at the 8i miles per
hour. The machinery being compact and occupying
but little space, the operator is brought near the
parts it is necessary to handle in order to operate the
car. The operator is able to turn on the current
with one hand, and at the same time to handle the
brushes or the brake. Power is conveyed to the
motor by means of a trolley, running on a trolley line,
invented by D. N. Osyor, owned and built by the Jeff-
rey Company. The trolley line is known as the "all
metal" system, and is one that does not require a
ground or rail return. The motor cars carry their
own lights, which is quite an advantage in coal
mines, and they can be handled as easily, safely and
quickly as any steam locomotive.
The Cyclone Snow Plow at Work.
The Cyclone snow plow has at last had a chance to
show what it can do with snow drifts. Plenty of
good hard work vas supplied to it by the Central
Pacific blockade, and we learn direct from the scene
of operation— on the Salt Lake, Truckee and Hum-
boldt divisions— that it rose to the occasion in a man-
ner highly gratifying to its owners and to the offi-
cials of the railway. It has been at work for the last
ten days on the divisions named, passing through
snow banks 10 to 1-5 ft. deep, and throwing the snow
a distance of from 100 to 2-50 ft. from the track. The
owners of the Cyclone plow have waited long for
snow, and should feel gratified that the first test of
the worth of their device has been -so remarkably
severe and that the result has proved so favorable.
SUPPLY TRADE NOTES.
—The new works and offices of the Ajax Metal Co., at
4«, «, .W, and 52 Richmond street, Philadelphia, Pa., are
spacious and convenient. The casting room is 2.5x333 feet,
and between 14,000 and 15,000 lbs. of Ajax metal castings are
being turned out daily. The finishing room and the space
devoted to ingot metal embrace 50x75 feet. The remaining
space fronting Richmond street— 50x100 feet— is used as a
test and exhibition room by the Ajax Lead Coating Com-
pany. The Ajax Metal Company has beeu a prosperous
concern under the business management of Mr. Hendrick-
son and the metallurgical skill and experience of Mr.
Klamer, and it is now a very large concern with abundant
capacity for production, and a large and steadily increasing
demand for its products.
There is a large demand in New South Wales for loco
motives on the government railways for renewals and ad-
ditions to stock, and it is currently reported that the au-
thorities are prepared to give an order for 100 locomotives,
0 be deUvered in three years, the first one not later than
July, 1 S91, on the understanding that the cost of gettin -
them made in
securing them elsewhere
—Mr. Daniel E. Hegbin of Ellenwood, Kan., is reported
to have entered suit, against the Atchison, Topeka & Santa
Fe Raihvay for iT8,450 in payment of royalty on the cattle
chutes used by that company on their entire system, on
which he claims a patent.
The Eureka Cast Steel Company announces that its
new plant for crucible steel castings is in successful opera
tion. We have seen a number of samples of this product
and their excellence as regards tensile strength, uniform
solidity, etc., was very evident. The company appreciates
the present and prospective importance of the car coupler
business and offers to furnish crucible cast steel knuckles
for the M. C. B. standard draw bars, with a guarantee
that they will be equal in all respects to wrought iron forg
They promise to deliver castings made from crucible
steel process in from three to five days from the receipt of
the patterns. A recent test by Fairbanks & Co. of six bars
is crucible product gave the following results :
Area
•
Limit of
Elongation
elasticity
"»i"-
39 579
36-3
•174
63.506
40.918
26-4
•523
•676
The officers of the company are: Amos Gartside, presi-
dent and treasurer; H. B. Faunce, secretary; Wm. B.
Reaney, manager. The office and works are at Lamokin,
Pa.
— Just what it means for an engine to be self-contained
and shipped completely erected, tested and ready to put
into operation is not always appreciatPd until practically
illustrated. A recent occurrence at the Baldwin Locomo-
tive Works proves this in a forcible way. The Hamilton
street shop of that works has been operated for several
years past (24 hours a day) by a Westinghouse 300 h. p.
standard engine, which is one of a dozen or more of the
same kind in use in this extensive establishment. They
have recently been replacing their larger engines with
Westinghouse compounds for the purpose of gaining the
greater economy due to the use of the latter. They re-
cently had occasion to make a change from the 300 h. p.
standard Westinghouse to a 350 h. p. Westinghouse com-
pound, without stopping the works. The standard engine
ran the shop up until 6 o'clock, p. m., when it was stopped,
disconnected and removed from the foundation; the 350 h.
p. compound was put in its place, connected up, pipes run,
and was in operation at 3:30 a.m. This is probablv as
quick a change as was ever made with engines of such a
size. That this is only possible with a self-contained en-
gine, which can be completely erected and tested in the
shop in which it is built, is evident, and even with the ad-
vantages offered by such an engine for quick erection, it is
a smart job of work to perform in such a limited time. It
is somewhat doubtful whether or not it could be performed
at all by any concern, unless it, like the Baldwin Locomo.
I live Works, has been able to make a record for itself of
complete in seven days after the
receipt of
—The Cape Fear & Cincinnati Railway Company has
placed orders for 10 locomotives, 10 passenger coaches,
four mail and baggage cars, and one manager's car. The
Elmore box lid and the Hin?on coupler have been specified
for all this equipment. The company has also ordered '200
freight cars, six caboose cars, 20 coal cars and .50 flat cars,
all of which have the Elmore box lid.
—Mr. E. A. Curtis, manager of the E.more Box Lid Co.,
of 57 Board of Trade building, Chicago, has been meeting
with much success in inl reducing the Elmore car journal
box lid. The present oflicers of the coupler are C. L.
Trego, president and treasurer; Chas. M. Farrum, secre-
tary, and E. A. Curtis, Manager.
-The Pittsburgh Reduction Company, of which Mr. Al-
fred E. Hunt is president, now leads the world in produc-
ing pure aluminum, and Mr. Hunt and his associates have in-
vestigated the nature and qualities of this metal more thor-
oughly than has ever been done before. At present the
monthly production of the works is 1500 lbs. of the metal,
nearly all of which is 98 per cent. pure. During December
2S00 lbs. were shipped, and at present the orders for it are
more than double the producing capacity of the works.
The company is now greatly enlarging its plant, and
has purchased two dynamos of 135,000 watts each,
three 308 h. p. Babcock & Wilcox boilers and two '200
h. p. Westinghouse compound engines. When this new
equipment is in place the output of aluminum will be about
one ton per week. The office of the company is at 95 Fifth
avenue, and the works at 33d and Smallman streets, Pitts-
burgh.
— Hussey, Binns & Co. have a tract of 15 acres at Jean
ette, 20 miles from Pittsburgh, and are building extensive
works on it. The rolling mill is "225x90; the shovel mill
building, 275x90; and the warehouse, 200x80 feet. The
belt.
— The Tripp Manufacturing Company, 34 India Wharf.
Boston, the sole manufacturers of Tripp's an ti friction
journal Dearing, Tripp's metallic packing, and Tripp's
balance piston valve, have established a large factory for
the manufacture of electric, cable and horse car trucks
complete, equipped with their celebrated bearings.
—A public test of the Johnston electric train signal was
given on the Boston, Revere Beach & Lynn road January
•23. Among those present were two of the Massachusetts
railroad commissioners and representative officers of near
ly all the roads centering in Boston. The tests seem to
have been successful in every respect, and it was the gen-
eral opinion of those present that the devices covered by
the Johnston patents constitute a simple, durable and ef-
fective system of train signaling. Besides the coupling
between cars, a distinctive feature of the Johnston system
is the introduction of the principle of the push button for
closing the circuit. An insulated electric conductor hangs
in the place of the ordinary bell rope, and has at intervals
of a few feet hermetically closed globes of rubber which
contain the contact metallic surfaces. There being no
opening in the rubber bulb, no dirt or moisture can enter,
and a slight squeezing of the bulb causes electric air connec
tion which rings the bell in the engineer's cab. The ar-
t'EBRDART, 1890.
THE MASTER MECHANIC.
or coupling etc., are ingeniously simple.
The advantages of such a system are so great tbal all roads
should be prompt to test one which has so many good
features. The office of the Johnston Electric Train Signal
Co. is at 0:^0 Atlantic avenue, Boston, Mass.
—The Chicago Malleable Iron Co. has secured the con-
tract for making the 8,000 Van Dorston draw-bars that are
g->ing on the 4,00U Philadelphia &, Heading cai-s building at
the Pullman works. The Sharon Steel Casting Co. have
the contract for making the knuckles for these couplers.
—The American Fire Proof Sleel Car Co. have pur-
chased 700 acres of land in the suburbs of Chicago, and
will erect a large plant for the manufacture of tire-uroof
steel cars. The buildings will be erected as soon as [x>ssi-
ble. The plans are already complete. T. W. Harvey, the
Chicago lumberman, is largely interested.
— We hear the Piutsch gas lighted cars talked about with
strong approval by passengers between New York and Bos-
ton. They do not always know the name of the light, but
they reoiomber very clearly that they could read or play
whist without the least straining of the eyes— and some
even go so far as to speak well of the railroad company for
putting in such a light. For the average traveler to speak
well of a railroad company means a good deal I The pro-
cess of charging the tanks with gas, where the Pintsch sys-
tem is put in as the company desires to have it, is simple
and rapid. To charge the tanks of a car requires about
Ave minutes, and it is done at the station, so that do switch-
ing is necessary.
—The announcement of the organization of the firm of
Coolbaugh, MoMunn & Pomeroy, has been received with
more than ordinary interest because two members of the
firm are among the best known railway supply men, and
also because of the importance of the interests repre
sented by the new concern. Mr. F. W. Coolbaugh has for
some years been the general sales agent of the Boies steel
wheel, and has fought his way to the front in the ceaseless
battle of competition. He has also, during the last year,
been doing effective work in introducing the Frost Dry Car-
buretter system of lighting, as applied to cars, etc. Mr.
S. W. McMunn is universally known through his former
connection with the American Brake Company, the Dow-
ling coupler, the Butler draw-bar attachment, and more
recently with the Martin anti-fire system of car heatiug.
Mr. L. R. Pomeroy is secretary and treasurer of the Sub-
burban Rapid Transit Company, New York, and is an
expert in all the details of office business. His careful
studies of all matters relating to i-aihvay motive power and
rolling stocK promise to make him a high authority on those
subjects. The new firm are special agents for Carnegie,
Phipps & Co., general sales agents for the Boies steel
wheel, and general eastern agents for the Frost Dry Car-
buretter system of lighting. The office of the firm is at 4.5
Broadway, New York.
— The Brown & Sharpe Manufacturing Company, of
Providence, R. I., send us an illustrated supplement to
their catalogue. The catalogue is, as as our readers
know, made in pocket size, for the sake of convenience,
and in order to present larger illustrations of some of their
machines and tools this 1 rger supplement is issued. The
illustrations are of remarkable excellence. The excellent
plan has been adopted of placing opposite the illustrations
of the machines cuts showing operations indicating the
lines of work in which the machines are used. The cata-
logue is mailed on application, and the supplement on re-
—The Magnolia Anti-Friction Metal Company, 74 Court-
land street. New York, has had a beautiful waltz written
for it, in Europe, and dedicated to it. entitled, " Magnolia
Valse." Any one who desires a copy of the waltz, may
obtain it, by writing to the Magnolia Company and inclos
ing 3 cents for postage
— Mr. Thomas B. Inness announces under date of Janu-
ary I, 1890, that he has dissolved the firm of Thomas B-
Inness & Co., for the purposeof connecting himself with
the American Car and Equipment Company, of 10 Wall
street, New York. He will be pleased to supply his friends
with such information as they desire, regarding railroud
equipment, etc., as formerly, and submit estimates for the
American Car and Equipment Company, on equipment
and supplies.
—The Van Dorston Cushioned Car Coupler Equipment
Company is considerably less than a year old, but it has
dosed a contract for s,000 couplers to be delivered within
the next three or four months. These couplers are to be
put on the 4,000 freight cars now being built at Pullman—
a fact which shows very conclusively that this coupler has
b3en selected as its standard by the Philadelphia & Read-
ing Railroad Company. This company has been testing
the Van Doi-ston cushioned coupler for nearly a year.
Perhaps no road in the country has a more complete assort-
ment of sharp cur\-es, grades, sag^ and hog backs on which
to test an M. C. B. coupler than the Philadelphia & Read-
ing, and all these— or at least the worst of them— were
used in testing the Van Dorston. Of the tW or more of
these couplers which have been on this road in all kinds of
service for some ten months not one has broken, either In
knuckle or draw bar. The company claims that the cush.
ions of hard rubber inserted between the knuckle and its
bearings against the draw head will enable the knuckle to
endure the severest trials of mixed service. That the re-
sults of the Philadelphia & Reading tests sustain this
claim is shown by the action of the road in buying 8,000 of
them
-The following full and clear descripti:n of vulcanized
fibre and its qualities is from a circular recently issued by
the Vulcanized Fibre Company, of Wilmington, Del.— the
New York office of which is'at 14 Dey street, New York ;
Vulcanized fibre consists of vegetable fibre reduced to a
pulp, and then subjected to powerful chemical treatment,
whereby the original properties of the fibre are entirely
changed, and anew material is produced, of great strength,
elasticity and durability, which is applicable in some form
to almost every every branch of mechanical industry. It is
absolutely insoluble in all ordinary solvents, and is not in-
jured by contaiit with alcohol, ether, ammonia, turpentine,
naptha, benzine, petroleum, or any of the animal, vegetable
or mineral oils. It absorbs water, either hot or cold, but it
is not injured thereby, except that it swells when wet. and
resumes its original size when dried. It is made of two
classes, hard or flexible, as desired, according to the uses
for which the goods are intended. The hard fibre closely
resembles horn in its consistency, is exceedingly tough and
strong, resisting an enormous compressive strain, s ""
taining its elasticity under all ordinary temperatures,
flexible fibre has the appeai-ance of a very close graineo
sole leather, and is used for a great variety of purposes.
The
by
—The Concord (N. H.) horse railroad which has voted to
adopt electricity has contracted with the Tripp Manfg. Co.,
of Boston, for the celebrated Tripp Anti-Friction Journal
Bearings, which will be furaished with trucks complete.
These bearings are proving very successful on various
roads and are rapidly coming into general use. The severe
tests given these bearirgs have occasioned a great deal of
discussion and their durability is no lunger considered ex-
perimental.
—Under its alert and careful management the interests
of the Railway Signal Lamp & Lantern Uo have attained
a magnitude which renders it impossible for it to remain
in its present quarters at lOU Beekman st., New York, and
it will move into far more commodious offices and shops
about May 1. The new building is now being erected at
■*47 West .Wd St., New York. It is to be six stories and a
basement, and will be devoted entirely to the business of
the company. The building is 135 by 25 feet, with an "L"
75 by 25 feet, and it will accommodate about 300 hands.
The arrangements for power and for receiving and shipping
material are very perfect.
—The Minnesota Iron Car Company, of Duluth, are now
turning out from three to five cars per day, the workman-
ship on and general appearance of the cars being excellent.
The company have just shipped some cars to the C, A. &
C. R'y., which are the Iron Car Company's standard M foot
box cars, tiU,000 lbs. capacity. The body of the car does
not differ from any first-class box car, the sills being made
of tubes instead of wood. These cars, from 1,000 to 3,000
lbs. lighter than wooden cars, have a capacity from 5,000
to 15,000 lbs. greater.- [Northwestern Railroader.
Edward Lewis, superintendent of bridges and buildings
of the Allegheny Valley Railroad, died suddenly at Ken-
nerdell on that line January 13, 1890. while being conveyed
in a special train to his home at South Oil City. He was
bora at Penn's Manor, Berk's county, Pennsylvania, April
11, 18;U. He learned his trade as a bridge builder while in
the employ of the firm of Piper &, Shiffler, who constructed
the bridges on the Philadelphia & Erie Railway. For
many years he was in the employ of the Keystone Bridge
Company, leaving that firm in 1S70 to become superintend
ent of bridges and buildings on the O. C. & A. R. R. R.
In 1875 he assumed the same position on the Allegheny
Valley Railroad, which he retained until his death. He
had long been recognized as an authority on bridges, and
his work bears witness to his thoroughness and integrity.
THE OFFICIAL, RAILWAY LIST.
Change! for the Month of January. 1890
Al,l.E0iiASv V.u.LEY.-Edwaid Lewis, superintendent of
biidges and buildings, deceased.
Baltimohe & Ouio SoiTinvEsTEKX, (Formerly Cincin-
nati, Washington & Baltimore. )—E. K. Bacon elected
president; W. W. Peabody to be eeneral manager; \V. E.
Jones, treasurer; Chas. Lowe, secretary; I. G. Rawn to be
general superintendent.
Boston & Maine.— Frank Jones elected president, vice
Geo. C. Lord, resigned.
Bi Ri.isoTON & MissoiRi RivER.— E. Bignell to be super-
intendent Northern division, vice D. E. Thompson, resign-
ed: A. B. Smith to be assistant general freight agent, vice
G. H. Crosby, promoted.
Central or Geokoia.— D. D. Curran to be superinlen
dent Savannah .t Western division, vice W. J. Huylow re-
signed.
Chesapeake & Ohio.— T. S. Lloyd to be master mechan-
ic Cincinnati division, at Covington, Ky.; J. T. Harahun,
general manager, resigned.
CnicAoo & Atlaxiic— C. L. Mayne to bo sui)orintend
ent.
Chicago & Eastern Illinois.— D. J. Mackey elected
president vice H. H. Porter, resigned.
CiiRAOO, BiRLiSGTON & QlixcY.— E. M. Herr. superin-
tendent St. Louis division, transferred to Galesburg divis
ion, vice A. F. Hilton, resigned.
CuiCAuo, Milwaukee & St. Pail.- J. B. Cable to be
superintendent Iowa and Minnesota divisions vice E. H.
Graves, deceased; D. L. Bush superintendent Hastings
aitd Dakota division. W. Irwin superintendent southern
St. Pa
MiN
Clarke, general trafBc manager, rei
Cleveland, Cincinnati, Cmci
Ewan, superintendent Indianapolis
Cincinnati, Saginaw & Ma
& Oma
-F. B.
igned.
3o & St. Loiis.— John
division, resigned.
(formerly Toledo,
Saginaw & Mackinaw.) — J. T. Gardner to be general i
ager; A. W. Wright elected president; P. H. Ketcham,
vice president; F. W. Salsbury to be general freight agent,
at East Saginaw.
Cincinnati, Hamilton & Dayton.— N. R. Adriance to
be assistant general freight agent, at Cincinnati.
Cbicaoo, Rock Islano & Pacific-Gco. F. Wilson to
be general master mechanic vice T. B. Twombly, resigned.
Harry Monkhouse appointed assistant general master me-
chanic and assistant master car builder of lines west of the
Missouri river, with headquarters at Horton, Kan. J. H.
Blair appointed trainmaster at Kansas Cit.v, vice Z. Hamer,
resigned.
Con -MBUS, Hocking Valley & Toledo.— L G. Hutchins,
master mechanic, and J. M. Rockafleld, master ear builder,
resigned ; J. S. Patterson to be master mechanic in charge
motive power and car departments.
Denver, Texas & Fobt Worth.— W. H. Holcomb to be
vice president.
DtLUTH, South Shore & Atlantic— H. J. Payne to be
chief engineer; C. H. Cavis to be consulting engineer.
Elmira, Cortland & Northern.— C. W. Williams to be
general freight and passenger agent, vice G. F. iiandolph,
resigned.
Fitchburg. — H. S. Marcy elected president.
Hannibal & St. Joseph. -W. B. Throop to be chief en-
Iowa Central.— T. P. Barry to be assistant general pas-
senger agent, vice A. Dwelle, resigned.
Illinois Central.— W. D. Hurlbut to be assistant gen-
eral freight agent Illinois lines.
Lake Shore & Michigan Southern.— J. E. Childs, as-
sistant general manager, resigned.
Louisville & Nashville.— J. Geddes, superintendent
Nashville division, resigned; C. A. Davies to be assistant
superintendent, at Birmingham, vice B. F. Dickson, pro-
MoNTEREv & GcLF.^ohn Grace to be superintendent
Linares division, at Monterey.
Michigan Central.— E. Bronnerto be master car builder,
at West Detroit; G. W. Comstock to be assistant superin-
tendent.
MiNNEAPOLLs & St. Louis —R. G. Brown, auditor, de
ceased ; C. M. Pratt to be general passenger and ticket
agent, vice C. H. Holdridge, resigned.
Milwaukee, Lake Shore & Western.— E. Vliet to be
general passenger agent.
Missouri Pacific — J. C. Lincoln to be assistant general
freight agent, at St. Louis, vice W. C. Stith, resigned.
Me-xican National.— N. E. Brown to be superintendent
southern division, vice H. Yonge, resigned. T. D. Kline
to be general manager, vice J. F. O'Brien, resigned.
York, Ontario & Wettern.— H. Tandy superin-
ive power, resigned ; E. MinshuU, master me-
harge of department; J. E. Childs to be gen-
eral manager.
Mobile & Ohio.- G. W. King to be general passenger
agent.
New York, Lake Erie & Western. -J. Duel and H. B.
Chamberlain to be assistant superintendentats BulTalo and
New York.
New York & New England.— C. N. Chevalier to be
superintendent western division; Phelps to be sup
erintendent Hartford division; G. F. Randolph to be gen-
eral freight agent, vice Joseph Shinn resigned.
New York Central & Hud.son River.-F. A. Harring-
ton to be superintendent Mohawk & Hudson division: J.
freight accounts vice J. F.
«' '■ '■•"-tt, resigned, as
tendent r
Northern Pacific— H. H. Scobell, assistant superin-
tendent of telegraph, deceased. W. Pearce to be purchasing
agent, vice J. H. Ames, resigned; J. Hill to be superintend-
ent bridges Rocky MounUin division, vice H. W. Laughlin,
Ohio & Mississippi. — John Wells to be assistant to presi-
dent.
Ohio, Indiana & Western.— A. G. Weils to be general
superintendent; W. Kearney to be general master me-
chanic, vice J. King, resigned.
Ohio Southern.— T. A. Rittenhouse to be cashier and
purchasing agent.
Pennsylvania Compant,— G. M. Farley to be assistant
engineer west of Pittsburgh j J. Steward to be assistant
superintendent block and signal system, at Pittsburgh.
Pennsylvania, Pouohkeepsie & Boston.— A. H. Catlin
to be general traffic manager.
Pittsburgh & Western.— H. U. Boughton to be divi
sion superintendent.
Rk iLMoND & Danville— W. G. Oakman to be first vice
THE MASTER MECHANIC.
Februaby, 1890.
president, vice T. M. R. Talcolt, resigned; A. B. Andrews
lo be second vice president, at Kaleifru, N. C. ; J. W. John-
ston to be third vice pi-esiclent, ;it Kirminsbam, Ala.
R.IMK. W.VTERTOWX & Ogdexsblkg.— J. H. ML-Ewen to
be superintendent western division, vice E. Vdu Etten
Una GuASDE & Eagle Pass.— Superintendent VV. L. Gid-
deus to be general manager; C. Lang, general freight snd
coal agent, resigned.
St. PAfi. & DcLUTU. — Vice President and General Man-
ager E- L. Dadlev deceased ; G. F. Copeland to be superin-
Iccideut, G. \V. "Bull to be general freight, and oassen-
ger a^'eiil vice A. B. l^lough to be general manager.
Si-'LTH Cauiilin \.— D. C.Allen, general passenger und
ticket agent, resigned ; J. H. Averill, superintendent, re-
signed.
[xniAXAPOLis -Vice President J. G.
rxinN Pa* iFn .— A. J Maiulerson to be superintendent
Iowa divisiou vice W. H. Burns, appointed assistant gen-
oral superintendent; Frauds Cope, general freight ami
passenger agent mountain division, deceased; W. V. New
lin to be assistant general freight agent; W. H. Hurlburt
to be assistant geueral passenger agent, at San Francisco;
H. .^. Johnson to be geueral freight agent Union Pacific-
Fc. Wayne & Denver consolidation; C. F. Meek to be as
sistant general manager Colorado division; W. H. Ken-
nedy to be principal assistant engineer, at Portland, Ore.
VA1.LEV.— Thos. W. King elected president; Wm. Thorn-
burgh to be general agent and assistant to president ; J. T.
Johnson to be geueral superintendent ; J. B. Caveu general
freight and passenger agent vice A. K. Carran, resigned;
J. Bartol, auditor vice W. B, Porter appointed secretary
chasing agent, Geo. Hiles, Milwaukee; vice president, W.
G. Collins, Minneapolis; geueral superintendent, Jamea
Hiles, Dexterville, Wis.; secretary, auditor and traffic
manager, C. O. Baker; general freight agent, I. H. Ger
uiond ; general passenger agent, A. E. Geruicr; master me-
chanic, G. M. Dillon ; headquarters of operating officers at
Dexterville, Wis.
Queen & Ckescext. — A. Clark to be superintendent New
Orleans Sc Northeastern division, vice E. L. Tyler, re
signed; R. Carroll to be general manager, vice J. C. Gault,
resigned; Controller C. C. Harvey to be general traffic
manager.
Wabaso.— J. D. Lund to be first assistant general freight
agent, vice S. B. Knight, promoted to be general freight
agent; Vice President J. F. How resigned duties of treas
urer; F. L. O'Leary to be treasurer.
West Skoke.— A. E. Ketchum to be superintendent.
BEALS RAILWAY BRAKE COMPANY.
Locomotive Brakes.
THOMAS B. ATKINS, President.
53 Broadway, - New York City.
CONSOLIDATED CAR HEATING CO.,
HAVING ACQL^RED ALL RIGHTS AND PROPERTIES OF THE
-^)f SEWALL, McELROY AND OTHER COMPANIES r^
OFFERS THE MOST COMPLETE AND APPROVED SYSTEMS FOR HEATING BY
HOT WATER, DIRECT STEAM OR STORAGE.
ALSO _ THE NEW
PERFECTED RETURN SYSTEM.
FULL INFORMATION "p- APPLICATION to the General offices, ALBANY, NEW YORK.
Branch Offices: Chicago, 616 Phenix Bldg. New York, 15 Cortlandt St. Coaticooke, P. Q., Canada.
^Tlio IBTXxrton JStools. Gslic Oo-,
SlI^J""^ ^^^ BUILDERS AND TRANSPORTERS OF LIVE STOCK.
General Office, 191 Washington Street. Eoston, Mass. | 12 & 41 Live Stock Exchange, Kansas City, Ho.
Chicag ' Office. 169 Jackson Street, Chicago, 111. | 39 Exchange Street, Portland, He., and at Works, Wichita.
-T^
^^-^ vz WILL u:e!T3e eailboai cohpakies to I
Correspondence Solicited.
CROSBY STEAM GAGE & VALVE GO,,
CROSBV POP SAFEn VALVE S WAFER RELIEF VALVE;
The most durable and effective Valves made
CROSBV IMPROVED STEAM PRESSURE GAGE; always accurate.
CROSBY STEAM ENGmE INDICATOR; the best in the world
SINGLE BELL CHIME WHISTLE. PATENT GAGE TESTING APPARATUS.
""' "93 OLIVER Vt.T'bOSTON.' ""
London Office. 75 Queen Victori:i St.
I BALTIMORE <& OHIO R. R.
MiiE'-ilia a Ccnic'.o'.o SorTico :f Vcs'.ltQ'.ol Irpre:: Tiili: totxcon
Im lork, [indimali, 1 Louis ad Clii:aji
1 211 ^^
PRINCIFAI, Ul.-i Hi
IE "ADAMS" STEEL GUARD LANTERN.
THE "BESSEMER" STEEL SWITCH LAMP.
THE "ACME" BURNER CAR LAMP.
.viJK ii 11-: j{i>:;^i'.
^ All B. 80. Trains "Tu^"^ Easts West run via Washington. n||||ggjj Qj^p COUPLER I
Cor.w'' ■, I -i!!;,i..|i.r«. ! SUITE 518 THE ROOKERY.
I Cor. Hi. -. . ' '.. tMh.iii. II,
J. E. FOBSYTH, General Manager. L„^ adams TwV7st.,ake co.,
' I'll!,..,!,,, UK 1 Eiistern .1115 Broadway,
CHICAGO. I '""J*"-'"'- 1 nfH„.: , New York.
March, 1890.
THE RAILW^AY MASTER MECHANIC.
PUliLISHEO MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
The Rookery," Chicago.
Devoted to the Interefltfl of railway motive power, equipment
and machinery. Communications on any topics suitable to these
columns are aolicited.
Prior to January 1, 1886, this jonrnal was known as The Rail-
way Purchaslnn Acent. It will still inltanewand wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
(The Official Railway List Is also published by this company.
See announcement on another paue.)
Sabscription price, $rou a year. Advertising rates and details
concernfne circulation piven on application to the office by mail
ress ^^ ^^ LEWIS, Mnnager.
"The Rooki-ry, ' Chicago.
New Yohk OFFirK: 4.i nmmUvay. Room H.<.
Vol. 5| CHICAGO, MARCH, 1890. |No. 3.
Thkke is a bureau of misiuformation located
somewhere in New EnglauJ which is disseminat-
ing an immense number of imaginary facts about
hook couplers. One who passes under the influ-
ence of this agency comes to almost believe that
a hook coupler is too weak to resist a strong wind
or a piercing glance, and that the shadow of a
cast iron Safford draw-bar is mightier than a solid
knuckle of tempered steel. Some — if not more —
of the stories which are current along New En-
gland's stern and rock-bound coast should be sub-
jected to a bigger discount than the law allows iu
any part of the country.
roads — members who are authorized to cast the
votes of the roads they represent- the standard.
adopted by the votes of these members should be
considered as standards which the roads should
bb bound to observe, and he asserted his belief
that formal action thus taken i* binding on the
roads to use the standard thus selected as far as
practicable. Mr. Lauder's remark that these
standards are not binding but simply possess a
moral binding force, had called out Mr. Marden's
remarks, and Mr. Lauder is correct. But Mr.
Lauder is, we believe, as strong an advocate of
rigid adherence to standards as Mr. Mardeu, and
may we not hope that continued puinted references
to the matter, such as those made by the two gen-
tlemen we have quoted, will result iu a merging of
the moral obligation into a legiil obligation to
strictly observe standards that have been formally
adopted by formally accredited representatives of
the railways?
When the railroads of tliis country adopt a
method of keeping accounts by whicli the supply
department gets credit (or supplying the best ma-
terial, instead of the cheapest, their net receipts
■will be a good deal larger than they are now. If
those who are responsible for the quality and
quantity of the supplies of a railroad were required
to make detailed reports covering a term of three
or even five years it could be clearly seen whether
or not they were profitable servants. This method
would be much fairer to every man concerned
than that of yearly reports. And it would greatly
lessen the annual percentage of operating expenses.
Wherever there is competition the road having
well lighted cars will get the most passenger t ratfic.
The American people are great readers as well as
gi-eat travelers and do not take willingly to the
idleness and vacant twirhng of thumbs "which a
badly lighted car compels them to. A traveler be-
tween New York and Chicago in midwinter has
fully twelve waking hours of artificial light in the
30 hours or less of his trip. To compel him to
■waste those hours because his car is only half
lighted is an outrage. And the time which fre-
quent travelers are thus compelled to waste
amounts to months and even years.
Ik those who buy oil for car lamps understand
their busiues.s and act honestly a properly con-
structed lamp is not an element of danger in case
of an accident to the train. If, however, the buyer
of oil is careless, or if he is too "smart" and insists
on paying less for the oil than it is fairly worth,
then he may come to have the roasting alive of
some of his fellow human creatures on his con-
Science. The oil which the best modern car lamps
are designed to bum is not as- inflammable as are
the paints, varnishes and finishings of car interiors
— or, at least, are not as liable to cause the burn-
ing up of a car in case of accident. Jf the oil
lamps have been the chief factors in consuming
cars and passengers it is because some one bought
cheap oil. One or two car lamp manufacturers
are now making lamps which really light cars, and
these lamps will roast no passengers if the pur-
chasing agent does his duty.
We are gUd to hear such positive expression of
view concerning the use of M. C. B. standards as
was voiced by Mr. Marden at the New England
club meeting last month. He said that since the
reorganization of the association and the appoint-
ment of representative members by the various
In another column a correspondent furnishes
some suggestions on steam distribution iu com-
pound locomotives which will be of interest to
those studying the subject. The diagrams here
produced are, of course, purely theoretical, but
this is by no means objectionable if it is borne in
mind that they are necessarily modified some-
what in practice. For some reasons we would
prefer to construct theoretical diagrams in which
the cranks were at right angles, but this involves
a much greater amount of labor, and is in every
way more difficult. Such diagrams as produced
by our coiTespondent can be studied with profit
in designing the valve gear of compound locomo-
tives. .\ complete set of them, if carefully con-
structed, will show just about what to expect in
the distribution of work between the two cylin-
ders, the amount of compression in the "high
pressure cylinder and the amount of valuable
work done by the steam. Such figures are rela-
tive rather than actual values, and should be so
treated. From them can be derived facts which
will be of value in determining the manner in
which the equalization of cylinder powers is to be
obtained, and the way undue compression is to be
avoided, especially in the high pressure cylinder,
and some light will be thrown on the problem of
the ratio between cyUnder and receiver volumes.
More can be done in this direction than in deter-
mining the actual economy of the engioe. In the
latter the subject of cyMnder condensatirn enters
so largely that experiment, only, can determine
the result.
In repairs to the various clasees of rolling stock,
as well as in new work, it is important that all
patterns of castings, either iron or brass, should
be carefully numbered, so that the numbers of the
particular pieces wanted can be given, as well as
the names. It often happens that in repair work
much delay arises from want of attention to this
matter. We have a case in mind where rod
brasses were desired for a certain class of engines
to be used in an engine already in shop. It hap-
pened that though the class of engine quoted in
the requisition was the right one, there had been
some changes made in the pattern in question, of
which the person ordering was not fully aware.
Coiisequently a different brass was sent from that
desired, and it was not until a third attempt was
made that the right one was finally obtained;
thus there was caused both delay to the work in.
the shop and expense in shipping material on the
road back and forth. This could have been
avoided if the various patterns had been property
numbered and tlie jierson ordering given a list of
the various numbers and styles.
This class of delay and consequent expense
arises from a cause we have often referred to in
the past, i. e., the constant pressure upon the
heads of the operating departments to keep up
with tiie rush of the ordinary daily routine, leav-
ing them but little time to attend to efforts to reach
higher system and better designs, or to engage in
original research. This condition is not, of
course, the best for the service, but it unquestion-
ably exists on many lines.
In no direction, perhaps, is this lack of the
proper system more clearly shown than in the
matter of detailed drawings for the various classes
of railroad stock. While a road may have settled
upon general standards, yet email changes are
found necessary from time to time in manyof the de-
tails, and it is important that all interested should
be notified as soon as possible that such changes
have been made, and every branch shop should
be furnished promptly with drawings showing the
same. When this is not done much confusion
may arise, causing delay to the work and extra
expense in making repairs and often resulting in
too large a supply of the various parts. In short,
one of the cheapest classes of expenditure in rail-
way work is that devoted to a well directed
draughting force, so that all new standards can be
made known to all promptly and the old blue-
prints or tracings canceled or recalled.
TIIK 1>KVEI,<
In our last number we discussed the improve-
ments in freight draft appliances, showing the
tendency to the use of more iron in that detail
and the gradual disappearance of wood. We ven-
tured to predict that the effect of the use of air
brakes and automatic couplers would result iu the
use of iron or steel for the whole underframe of
freight cars.
The freight truck has already advanced toward
the iron stage so far that the only remaining part
which is made of wood is the bolster, and that is
now heavily reinforced by iron either in the form
of truss rods or by plates J x8 in., laid edgeways
between oak planks, forming a composite beam.
But while the truck has thus been made stronger
and more enduring, the old diamond form is re-
tained, and the design generally has not been im-
proved to the e,\tent demanded by the change in
the conditions of its service. The diamond truck
is too rigid for high speed. The four wheels are
connected together in a manner which does not
admit of flexibility. The unsatisfactory wear of
diamond trucks under passenger engine tanks
shows the effect of higli speed upon them, for they
rapidly go to pieces and continually require re-
pairs. The injurious effect of such a structure
upon the track, when moving at a high velocity,
is not so easily seen, nor can it be shown, but we
can readily understand that the hammering which
breaks the truck to pieces must have its reflex in-
fluence upon the track. The important difference
between freight and passenger trains has been
that of speed, and this element has devel-
oped the various details which are affected by
speed, so that the passenger tnick is now well
adapted to its severe service.
The freight car must now go through the same
evolution, and it will gradually approach the pass-
enger car in essential construction, and, in fact,
some parts are now virtually the same for both
kinds of cars. The couplers and axles can now be
made interchangeable; and the freight truck should
be built more on the principlp of the passenger
truck. The main difference in the two is the use of
pedestals in passenger trucks, wliich allow the
boxes to move freely in them. In lb84 the M. C.
B. committee on a standard truck recommended a
pedestal truck and presented a design for a
steel side frame containing the two pedestals,
bracket for cross frame, bracket for brake
beam liangers, and the truck side bearing,
all in one solid piece. The report stated that " it
was important that a truck for heavy loads and
high speeds should allow a free vertical motion of
the journal box so that the shocks produced by
the wheel striking joints and frogs are not com-
municated directly to the truck frame." The
wheels should have a free movement independent
of each other, and this introduces another element
of passenger practice, namely, the use of equal-
izers.
The kind of truck in general design which we
advocate and which we think will soon be found
to be the most economical is well illustrated by
the plan presented by Mr. Hughes at the last
meeting of the Western Eailway Club. This
truck possesses all the desirable elements we have
36
THE RAILWAY MASTER MECHANIC.
Makch, 1890.
mentioned, while it has the advantage of less
weight than the ordinary diamond trnck, and we i
believe it can be bought for very little more than
the cost of the old form.
Taking up now some of the smaller details we
will consider first the wheels and axles: The
natural improvement in the wheel, making it more
Buitable for high speed, is tie increase in diam-
eter. Cast iron wheels will be used because they
have been used for many years in passenger serv-
ice, and are found satisfactory, and because the
railroads cannot afford to buy anything else. But
wheel makers hesitate to guarantee a cast wheel
having a larger diameter than U6 in., and that
seemo to be the limit. Cast wheels of this size
have been used for some time in freight service
on the Illinois Central Railroad, and it is the
standard diameter of their freight wheel. It is
possible that other roads may find an advantage
in increasing the size of wheel from 33 to 86 in.
The form of journal which has proved best in
passenger service is that without an outside collar,
and the collarless journal will be found best
suited to fast freight trains. There are a number
of simple stop arrangements which are independ-
ent of the useless wedges, and that detail can
now be safely and profitably dispensed with.
We will not venture on a discussion of the
vexed question of rigid and swing bolsters for
freight trucks, but to be consistent with our gen-
eral argument we must say that the swing motion
is now universally used on passenger trucks and
therefore will be most likely to come into use on
the modern high speed freight truck. It must be
observed, however, that freight cars are subject to
much more severe treatment both in switching and
in the complete train on ihe road than a passen-
ger car and the parts forming the connection be-
tween the body and the truck should have an ad-
ditional element of strength to resist rough usage.
The center plates and side bearings now require
special attention and they should be considered
related, in a measure, to each other. Two dis-
tinct and opposite principles have been used in
the design of freight center plates, one the ball
joint, depending upon the side bearings for stabi
lity, the other the broad flat plate with a flai
edged ring of large diameter sufficient to support
the car body, horizontally, without the aid of
side bearings. The first is that usually employed
on passenger cars; the latter is used on the freight
equipment of some of the largest lines in the east.
There is this difference in the first kind in passen-
ger and freight cars, viz: In passenger cars the
side bearings are always in contact and carry a
portion of the load, while the freight side bear-
ings are usually I to ^ in. apart under the empty
cars. As the side bearings of long Pullman and
dining cars have as much weight on them as those
on a loaded 60,000 lbs. freight car, and the mo-
tion of the truck on a curve with respect to the
car body is much greater on the long car,
it would seem to be a safe practice to allow
the side bearings of freight cars to be in
contact and to carry a portion of the load.
This practice would also be more admissable
when the freight truck is made with pedestals and
equalizers, for then thfre is no objection to the
car body and truck bolster being virtually one
piece, so far as side motion is concerned. The
advantages of pressed steel for center plates are
becoming so well recognized that thousands of
them are already in use in the United States, and
it would be a fortunate thing if one or two stand-
and forms could be adopted by the M. C. B. Asso-
ciation. The committee on the subjectof pressed
steel in car constiuction should recommend for
adoption two standard forms of freight center
plates, one of the ball and socket shape; the other
of the flat plate with annular bearings.
We expect that the freight truck of the future
will be made principally of pressed steel, with
pedestals and equalizers, and that possibly freight
and passenger trucks may be interchangeable. A
standard form should be accepted, and then a
thousand trucks ordered by wire could be deliv-
ered in 10 days. Tliis is the perfection to which
we should aim in that piece of machinery which
is more numerous than any other on our rail-
roads— the freight truck. The present crude form
and poor workmanship on trucks would then sur-
prise us all.
I HAT HOOK COITLEKS HAVE DONE OM THE KOAD.
Never in the history of the introduction of aut-
omatic car couplers have we had presented such
complete statistics as to service as those of which
we present a tabular abstract in this issue. These
figures are not truly conclusive ; they may perhaps
be said to be not truly comprehensive; but they
do give us what has long been wanted — an act-
ual record of service of a considerable number of
couplers and a showing wherein service has devel-
oped weakness. They cover the work of 67,643
Janney couplers, and a service from July 10, 188S,
to February 1, lo'JO, as reported to McConway &
Torley, the makers of that coupler. Separate
recoids of the failures of the draw-bar proper and
of the knuckle are included in these figures.
The larger number of failures occurred in the
knuckle. This fact was already well known, but
the exact figures will be of interest — while 1697
knuckle failures are reported, 1111 failures of the
draw-bars are recorded, the percentages of the total
number of couplers in service being 2-5 and
1.64 respectively. It might be said that these
percentages are not absolute for the time given
because the full number of 67,643 couplers were
not of course in service during the entire 19
months; but an investigation has shown that the
average service was 12 months and thus we have
these percentages fairly standing as the measure
of failures in one year's service.
Of the knuckie failures most were found
to be in the upper lug. In the draw-bar failures
the guard arm gieatly led all other parts, the
split backs (that portion of the head lying between
the two lugs) coming next. The small number
of failures of the lugs of the draw-bar proper will
probably surprise most of our readers. For fur-
ther details we refer our readers to the tabular
records.
Many lines of interesting thought are opened
up by these figures, but we have not now
space to dwell more fully upon them.
We must, however, point out the sig-
nificance of the fact that we have actual records
showing that of nearly 70,000 couplers in service
only about 4 per cent, are shown to have broken
in any manner. The vertical plane coupler could
hardly need better indorsement at this stage. An-
other fact, of timely significance, is that only 48
out of the 67,6l3 in service met with failure in the
tail of the knuckle. No information as to why the
tails failed accompanies these figures, but we may
with reason assume that most of the failures arose
from excessive pulling strains although compressive
strains might, under certain conditions, throw the
tail of the knuckle with such force against the
back of the head as to break the tail. With this
assumption we might be given some basis for ques-
tioning the conclusive value of the results of re-
cent laboratory pulling tests of hook couplers. But
as in these pulling tests the failures occuired at
several other points beside the tail of the knuckle
the percentage of knuckle tail failures in service —
about seven one-hundreclths of one per cent.
— must be for the time taken simply
for what it is worth, and as bearing only in a
suggestive manner — a strongly suggestive man-
ner, liowever, — upon the results of the labora-
tory tests.
'i'he chief significance of the figures now given
is tliat the record of failures is so remarkably small,
and that by far the larger part of the failures arise
from a detail of the design which we may hope to
be purely temporary, viz: the cutting out of the
knuckle to permit of couphng with the old link
coupler — a feature which need be maintained only
during the tr.insition period prior to the full adop-
tion of the standard vertical plane type.
These figures will occasion general surprise —
they are much more favorable than had been an-
ticipated. They are accurate as far as they go;
but, the question will be asked, how far do they
go? In answer, we will say that there is every
reason to believe them to practically cover
every failure, Under the terms of sale, the
self interest of the purchasing companies im-
pels a full report of all failures, for the coupler
company replaces every defective draw-bar and
supplies one new coupler for every two broken
ones. No stronger incentive could be had than
this to the reporting of every failure. Even if some
of the failures are not recorded the number must
be small, in the nature of things— not large
enough to affect the totals and percentages here
given.
WHEEL GUARANTEES.
The New England railroad club always turns
out something pretty good at its monthly meet-
ings, but at its last meeting ideas of unusual
value and importance were brought out. Theie is
perhaps no more important subject now vexing
the railways than this question of wheel guaran-
tees. But as far as we can learn (he responsibility
for the present unsatisfactory status of affairs
rests mainly with the railways themselves. The
subject has been gone over thoroughly and a plan
of action adopted, joint committees of master me-
chanics, master car builders and wheel makers
having produced a form of contract and guarantee
which has been made virtually a "standard" by
the Master Car Builders' Association. But like
many other •'standards" it is not observed. The
strict observance of the standard form of contract
and guarantee would sound the death knell of the
"cneap wheel" and this fact alone should impel
its immediate and continued use. The pressing
need of the exclusive use of high class wheels is
well understood. It is a matter of life and death
as well as dollars and cents and is of correspond-
ingly imperative importance. But there is per-
haps no further need for dwelling on this feature
of the matter just now. for the force of nearly all
that might be said is already conceded. It may
be well, however, to dwell shortly upon a feature
of the contract to which the wheel makers with
excellent show of reason take exception.
The form of guarantee adopted by the joint
conference committee of the Bailway Master Me-
chanics,' the Master Car Builders' and the Wheel
Makers' Associations, was very carefully drawn
up and has been approved by all the parties inter-
ested. Its weak point, however, is the difficulty of
enforcing it. It involves a careful, and sometimes
a complicated, keeping of accounts by the railroad
companies for a long time. In a very large pro-
portion of cases the problem is still further com-
plicated by the presence of the intermediate car
builder. The railroad company contracts for a
certain number of cars. The car builder contracts
for the wheels, and, having no special responsi-
bility in the matter, if the wheels are not speci-
fied he procures them wherever he can get them
at lowest cost without much regard to quali-
ty. If the wheels are to be subjected to the tests
prescribed by the joint conference committee, it
is found no difficult matter for any wheel-maker to
meet them. Thus the tests are no positive indi-
cation of quality, and no preference is given by
either the car builder or the railroad company for
wheels which far exceed the tests prescribed over
those which just pass them. If the latter are a few
cents cheaper, the cents determine the contract
rather than the tests.
No doubt the acceptance of wheels on a physi-
cal test, and the demand for a specified guar-
antee, are theoretically steps in the right diiection.
But it is not likely that they will, of themselves,
ever thoroughly accomplish the end aimed at.
Laws are made for the lawless, and rigid forms of
specification and guarantee are required for those
who need to be bound by penalties or stimulated
by rewardfi. Good citizens need no severe laws,
and good men do not need bonds. The best guar-
antee is character.
This is all that the wheel-maker asks of the
railroad companies, — that his character as a man,
and as a manufacturer, should have its just weight.
When his work is put to the test of service, the
quality of the material he uses, aud the excellence
of his v/orkmanship will very soon be determined.
1 Let him be judged accordingly. If his work seems
to fail, let it be tested, and if it has failed through
1 any fault, under his control, hold him to a strict
THE RAIL^VAY MASTER MECHANIC.
87
account; but if it has failed through any fault of
the service, hold the railroad company responsi-
ble.
This is the spirit of the resolutions recently
adopted by the Wheel Makers' Association, and
which we give in another column. It is simple,
reasonable and just. Its adoption in practice will
secure for the railroads the best wheels that can
be made, and at the least cost of time and ma-
chinerj-. AVheu a wheel is scrapped and a doubt
exists as to who is responsible for its failure,
amine into its material and workmanship. If they
meet the highest standard which experience
demanded, it is manifestly unfair to impeach the
character of the maker by holding him responsible
for matters beyond his control. If they do not it
is just as unfair that the railroad company should
pay for poor material and defective work.
As for instance, a wheel is scrapped for "sharp
Hange. " If, on breaking it up, it is found to have
a good deep chill at the root of the flange, it is
much more likely that the failure was due to
the construction of the truck, or the pairing of the
wheels, or the condition of the track, than to the
quality of the wheel. Or, if it has failed from a
"cracked bracket" or "shelled out spot," and on
breaking it up it lakes more than the live blows
required by the specilications to break it in two,
and then does not break through the ciacked
bracket but at some other iioiut, or if the shelled
out spot shows a deep clean chill with discolored
fracture, it is much more likely that the dam-
age was done by the heating of the brake, or by
sliding of the wheel, than by anything within
tbe control of the maker. Or, on the other side,
if a wheel is thrown out for "flat spots" and it is
found on breaking it up that tbe chill was too
light, then it is fair to presume that the defect
was not altogether due to sliding or the action of
the brake. Yet tbe railroad companies, without
any examination into causes of failure, liold the
wheel maker responsible for cracked brackets and
shelled out treads, but not for wheels 'flattened,
ignoring the fact that the same cause will produce
dififerent results under different circumstances.
A wheel hard enough on the tread to wear well
will probably crack in the bracket or shell out on
the tread, whilst a soft or light chill, which will
not in ordinary service wear well, will become flat
by the same action of the brake. Yet the maker
of the good and serviceable wheel is condemned
for his work, and the maker of the poor wheel is
not. There is occasion, we believe for a thorough
consideration of this feature of the contract.
In the discussion before the New England Club
Mr. Shirn biought out another point, one relating
to settlements for wheel service. The cost of re-
moving and putting on wheels is an important
element in determining the cost of wheel service
on the mileage basis. Mr. Shinn's estimate of
§'2-5() as tbe average expense of changing a pair
of wheels is probably not too large (Mr. Lauder
placed it at §3), in view of the fact that some
wheels are put in at junction points, ami others at
stations where men and wheels have to be sent at
considerable expense. It would be interesting to
know just whatthe average actual expense of such
changing really is, and we understand that there
is a plan now under consideration by which the
required figures can be gotten at. Several roads in
the east and in the west will, if the plan matures,
keep accurate account of the cost of putting on a
hundred wheels, as the orders come in for them.
We should think that by taking a consecutive hun-
dred on each of several roads all the conditions
under which wheels are changed would be met —
that is, some of the hundred would be put in at the
shops, some atstations and others between stations.
There is a great deal in this subject of wheel
guarantees, and we trust that the renewed interest
now being manifested in it will not be allowed to
flag until the "standard" that has been adopted
by the Master Car Builders' Association is fully
perfected nor until tliat standard is rigidly ob-
served.
We do not suppose that any one who is at all ac-
quainted with Superintendent Bonzano, of the Phil-
adelphia & Reading, ever believed for a moment
that he had issued an ordei- concerning the beard;
ot the employes of that company. He is spoken of
by those who know him as one of the brightest and
most successful of the younger generation of railway
officers, and his record, made in holh troublous and
peaceful times, is an enviable one. As we write the
announcement is made of his promotion to the posi-
tion of assistant general superintendent of the Phil-
adelphia & Reading system. This is a sullicient
answer to any attack upon his ability or good name.
He is not the kind of a man to make a fuss about
whiskers.
But it any railway superintendent, general mana-
ger or president ever does issue such an order our
esteemed contemporary, the Car Builder, will be
deeply grieved. It has interposed the a^gris of its
protection between the beards of the railway em-
ployes of this country and the ruthless tyrants who
might, could, would or should order them to be
shaved or trimmed.
"Clip, if you must, every hair
... . . y head,
But spare, oh spare my beard," he said.
It has elevated its banner, and the inscription
thereon is " Whiskers."' It is defiant— not to say
truculent.
" For whoso doth these boots displace
Must meet Bombastes face to face.
And who our beards or %vhisl(ers blames.
Shall be called several naughty names."
We like to see such a subject handled in that way
—by our contemporary. That The Railway Mas-
ter Mechanic would never have done a thing like
that we admit. But we watch, with deep interest,
the progress which our contemporary is making in
becoming a Terror. And may we not hope to see
other and even frequent manifestations of that dar-
ing spirit which, impatient of the delay which an
attempt to get at the real facts of a case would cause,
bulges ahead and smashes things?
As to the intelligence, ability and independent
manhood of the employes of the Philadelphia &
Reading: to intimate that they are below the em-
ployes of other roads in these respects is the
merest flimflam and whansdoodle. The train-
men of that road are courteous and intelligent
in a high degree, and we notice that the engine men
not only make time, but manage to avoid accidents
to an extent that is very satisfactory to the traveling
public.
Erratum.— In our issue of February in the article
on fire boxes we inadvertently gave the wrong fig-
ures as to the increase of air admission area through
the grates. The increase, instead of being " 1-4.5 to
1-27,"' should have been stated as "from 27 per cent,
to 30 per cent."
NOTES OF THE MONTH.
In the Valley Falls shops of the New York, Provi-
dence & Boston Railroad they have plaster casts
made of tire sections, taken at intervals and pre-
served, thus making a very convenient method of
recording tire rfear.
A company down in Boston has been trying to
bottle up heat in cars designed for carrying potatoes,
fruit, etc. The scheme is to load the car, which has
double walls filled in with tan bark, double doors,
etc., and then put in a portable stove and heat up
the inside of the car and its contents to a pretty high
temperature, after which the stove is taken out, the
doors sealed tight and the car started toward its
destination. The results of this attempt to "can"
caloric as a housewife cans peaches do not seem to
have been very encouraging. As the trainman said
of a certain method of heating passenger cars " it
works first-rate it the weather doesn"t get too cold.""
When the thermometer gets down to 10 or 20 degrees
below zero no overcoat of wood and lining of tan
bark will keep the frost out of a car. A western
blizzard spitting frozen mercury and howling over,
under and around a car would take every particle of
heat out of it in a few hours even if its walls were
two or three feet in thickness. But of all cities in
this country Boston is prolific in absurd and impos-
sible inventions.
A yellow pencil is better than any other for cor-
recting or marking blue prints. Red is too trying
to the eyes.
A novelty in flat cars is used about the Valley
Falls shops of the New York, Providence & Boston
Railroad. It is about the usual length, and over the
trucks :s of the standard height. But dropping
down between the trucks the floor is justa few inches
from the top of the rail. This has proven of great
advantage in the loading of heavy materials and
machinery, and transferring switching houses, etc.,
which have to be loaded from the ground.
An English firm has just completed one of five lo-
comotive boilers which are of great interest as being
among the largest ever constructed. The total
length of each boiler is approximately 20 ft. .5 in.;
the mean diameter of the shell is 6 ft.; the internal
fire-box measures 6 ft. 3 in. by -5 ft. o in. by 5 ft. 10
in.; they are fitted with 2-54 2} in. tubes. The total
heating surface is about 1723 sq. ft., and the working
pressure is KiO lbs.
The Boston Belting Company has a very handy
method of handling its electrotypes. Most of those
used by the company are about 2x2* ins. in size, and
each one is put into a wooden box into which it will
just slip. On the box the number or description of
the electrotype can be plainly written, and there is
plenty of room for the address if one is to be mailed.
The boxes can be bought very cheaply.
The records of some of the locomotives in regular
service on the New York, Providence & Boston Rail-
way are very interesting, and we desire to call at-
tention to the admirable showing of engine No. 19.
This engine was built in April, 1886, by the Rhode
Island Locomotive Works, and has been in continu-
ous service on passenger trains ever since, averaging
44 stops to every 100 miles run. The general dimen-
sions are; Cylinder, 17x24: wheels, 62 in.; total
weight of engine in running order, 9,5,000 lbs.,t>.5,-
000 lbs. of which is on the drivers. The tires when
w were 2* in. thick, and after a mileage of 111,327
les the tires were turned and reduced to 2 9-lli in.,
showing a reduction of .5-16 in., or 22,268 miles for
every 1-16 in. of tire wear. The repairs of these 111,-
327 miles amounted to 00228 cents per mile. This
includes a proportion of superintendency, and all
items charged to general locomotive repairs. No
driver brakes were used, and it is estimated a bettor
record on tires of at least 50,000 miles could have
been made had the engine been equipped with driver
brakes and Ross-Meehan shoe. The miles run to one
ton of coal, 44 91-100. Pounds of coal per mile,
49 79-100. Miles run to a pint of lubricating oil,
2.i 11-100. Miles run to a pint of cylinder oil, 49 38-100.
We think this record is remarkable when we take
into account the crooked line over which trains were
worked.
Superintendent of Motive Power Henney, of the
New York & New England road, has succeded in
making an alloy composed of ingot copper and lead
The mixture contains about 20 per cent, of lead and
the product has every appearance of a genuine alloy.
Mr. Henney hiis been using it in locomotive driving
boxes for some months, and is entirely satisfied with
its action. Not one of these bearings in service has
heated in the least. Owing to the great difference
between the melting points of these metals the pro-
duction of a genuine alloy of copper and lead ha-s
been generally regarded as impracticable.
The location of the road tests of brake shoes to bo
made by the M. C. B. committee on best metal for
brake shoes has been decided upon. The manage-
ment of the C. R. I. & P. have offered the use of
their South Chicago branch for the tests and the
offer has been gratefully accepted. The piece of
88
THE RAIL^VAY MASTER MECHANIC.
track is level and straight and admirably suited to
ine purpose. The Rock Island management are to
be commended for their courtesy and tor the interest
in scientific research which the extension of that
courtesy implies.
It is reported that the Pennsylvania Railroad will
fit its entire passeng3r equipment with steam heat
next season.
Very few visitors to railway shops have any idea
of the number of distinct occupations with which
the numerous workmen seen are busied. Indeed, we
doubt if many of the shop officials and hands them-
selves realize how many trades and vocations are
represented among their co-workers. The following
list of actual workers at the shops of a large east-
ern road, copied from a blank of that road, will prove
not only interesting but surprising to a good many
of our readers:
WORKING BV THE MONTH.
Carpenters.
Pinning mill.
Master mechanics.
Foreman car repaJ
General foremen.
Draughtamen.
Engineer c' *— -
Clerks.
Timekeepers.
Storekeepers.
Messengers.
! Macbinists.
g I Boiler makers
g Blacksmiths.
5 i Hammer shop
§ I Car repairtTS.
g 1 Car builders.
L Car cleaners.
WOBKIS
Air brake inspectors and
pairers.
Axle turners.
f Blacksmiths.
I Boiler makers.
Copper and tin
Car builders.
"l Foundry.
I Pattern -sliop.
Piiinters.
Laborers.
Cut cleanei-s.
■Watchmen.
Pipe fitters an
Gas makers.
£ I Moulders.
a 1 Painters.
< Pattern mi
^h pit c
BlacCm
Shifting conductors.
Water tank repairers.
iScale repairers.
(Test Dept. assistant.
BT THE nor».
Copper and tin shop.
Car repair shop, pnssen-
Car repair shop, freight.
Engine cleaners.
Hammersmen.
Hammersmen helpers.
Hammer boys.
Heaters.
Hostlers.
1 I Machine shop.
Bolt makers.
Bolt cutters.
Bricklayers, masons and
Bricklayers, masons and
Coppersmiths.
Copuersmitlis' helpers.
Callers.
Coal and wood heavers.
Carpenters.
" T inspectors, passenger.
r inspector:
Car cleaners.
Car oilers.
DriUers.
Dynamo
f Cleaners.
I Dumpers.
Engine -i Preparers
Electro replater.
Flue cleaners.
Foundrymen { Moulder*.
Macbin
I'Machine hands, planing
iPipe «
.Pipe t
]Pipe t
Sheet ii on workers' li
Spting maker helpen
lender truck repaire
Uph..lstereis.
Wipers (see engine cleanei '.
Gang foremen of-! Engine
I, Rod "el
Here are 143 different classes of employes recog-
nized on the wages sheet. There are not 143 differ-
ent trades, for, as will be seen, there are blacksmiths,
blacksmiths' apprentices and foremen of blacksmiths,
and so on, yet after allowing for these duplications
the number of distinct trades represented is notable.
A recent dispatch states that the general shops of
the Burlington road have been located at Lincoln,
Neb.; that work will commence upon them this
spring; that from 1,000 to 1,500 men will bo em-
ployed in the works when completed, and that the
sum of $275,000 has been appropriated by the com-
pany for the construction of these shops. We learn
that the dispatch rather anticipates the facts and
that probably not more than 200 or 2-50 men will be
employed at these shops for some time, and that they
will not be the main shops, at least for the present.
The locomotive shops ai-e to be first built and will be
modeled somewhat upon those at West Burlington,
la., owned by the same road. They will be located
just west of the town of Lincoln. The amount appro-
priated is as stated.
Fifteen notable locomotives are now being built
for the Philadelphia & Reading Railroad at the
Baldwin Locomotive Works. They are among the
heaviest that have been turned out in this country.
They are 10-wheelers and have 64 in. boilers with
Wootten fire-boxes, 20x24 in. cylinders, and .5 ft. driv-
ing wheels. We understand that they are not fitted
with extension fronts. They are intended for fast
freight service and heavy passenger service. We
understand that they are quite similar to the Erie
10-wheelers which have been making such a good
record, and which were built by the same company.
Among the remarkable examples of bold engineer-
ing in the great sugar refinery of Claus Spreckels, at
Philadelphia, Pa., one of the most unique is the
hanging or aerial steam engine foundations. The
engines used in the establishment are distributed
practically all over the buildings, a large proportion
of them being on upper floors. Some of these en-
gines are bolted to iron beams or girders on second
and third stories of the building, and are consequent-
ly innocent of all foundation. Some of these engines
ran noiselessly and satisfactorily, while others pro-
duced more or less vibration and rattle. To correct
the latter the engineers simplv suspended founda-
tions from the bottoms of the engines, so that in look-
ing at them from the lower floors, they were literally
hanging in the air.
The Mississippi legislature has memorialized con-
gress to enact a law compelling the use of automatic
couplers and brakes on freight cars engaged in inter-
state commerce.
Several railroads have from time to time stopped
wiping their engines from motives of economy. We
have always felt that this was a poor policy, but,
from the results of recent inquiry, we must concede
that there may be times when it can with temporary
advantage be adopted. The engines alway.s, of
course, get very dirty and filthy looking when they
are not wiped, but we are assured by one gentleman,
who was some time ago compelled to adopt this
measure of economy, that the destruction to the ma-
chinery is not what might be anticipated. This
gentleman is now wiping all his engines, but assures
us that he would not hesitate under the same condi-
tions that existed when he stopped wiping engines
to again omit that feature of care.
Something over two years ago we gave illustra-
tions and a very full description of the shops of the
Worcester division of the New York, Providence &
Boston Railway, located at Valley Falls, R. I., a
short distance out from Providence. We had occa-
sion then to be quite enthusiastic over the systeijs
and neatness visible at every turn in these model
shops; and a second visit made there recently indi
cates that there has been no let-down in the high
standard then maintained. These shops are under
the charge of Mr. Albert Griggs, master mechanic,
and are conveniently located for the purpose, and
are marvels of neatness and capable organization.
On one side is to be found the paint shop, supply de-
partment, and the oflSce and drafting rooms. Just
across, and separated by a transfer table, ai'e to be
seen the machine, blacksmith, and wood-working
shops. On entering the machine shop, our attention
was at once arrested by the old time general neatness
pervading the place, and the admirable plan of ar-
rangements. With exceptional light, the tools are
well grouped and selected with care. It is a very
difficulty matter in a shop of moderate pretensions
to guard against locking up capital in special ma-
chines wnich are only used at intervals, and to select
such tools as will expeditiously and cheaply turn
out the work demanded, and at the same time be
available for diversi fled uses. This shop is excep-
tional in this respect, and worthy of study. Here
are to be seen the air brake school, and a model tool
room, and adjacent thereto a wash room. This
room is ample in siae for the purposes intended, pro-
vided with a lavatory including hot and cold water^
and a locke* for each man. We noticed a great
many handy rigs, kinks, etc., and we were much im-
pressed with the various short cuts which were the
outgrowth of intelligence and experience. The
wood-working shop and drying room are ample;
commodious and well arranged, and the method of
classifying patterns is in keeping with the other ad-
mirable systems in use. Over the engine room is
located the bath room for the use of the
workmen and at other points are located
conveniences for the use of employes. Where
there is such thought and care for the com-
fort of workmen, it is not surprising that good re-
sults are manifest. This road follows a river from
Worcester to Providence, and along its banks are
located a great many mills, making one continuous
chain of towns which overlap each other. Following
as it does the river, it makes a very crooked road.
There is hardly two miles of straight track in the
whole 30 miles. This road is up to date in all of its
appointments, its passenger trains being equipped
with steam heat, the Westinghouse quick acting
brake, and the Westinghouse train signal. It is
using exclusively the Crosby chime whistle, so that
the unearthly screeching of the ordinary type of
whistle is unknown among these hills, and in its
stead is the musical chord of three notes which is
pleasing to the ear, and capable pf being heard a
great distance.
Besponsibility for Cars Damaged on Private Tracks.
Among some recent decisions of the M. C. B.
arbitration committee one rendered February 14, on
a question of responsibility for cars damaged on
private tracks is of especial interest. The cases were
those of the Kansas City Belt Ry. Co. vs. "other
lines'' and are stated as follows:
In December, 1SS9, the superintendent of the Kansas
City Belt Railway Co. submitted the following facts and
asked for the decisions of the arbitration committee in the
three cases named below, having in view the fact that the
K, C. B. U. R. Co was handling these cars for other lines
on a switching charge.
a. "A lumber company, doing business on the line of the
Belt Railway or a switch put in by the Belt Railway Co.
on the lumber company's grounds, and on which the lum-
ber company pays an annual rental for the use thereof, un-
der a five years' contract, cut a hole in the end of a car In
order to unload the lumber it contained."
b. "Another lumber company, operating a track under
against
carried off."
c. "The third case is that of the Argentine Sand Co.,
who own their own tracks. The Belt Railway has simply
a connection with them and places the cars on their tracks,
where the Argentine Sand Co. switches them around by
hand and team. In making a switch a few days ago in this
manner they allowed a car to come up so hard £
other one that a draw-head was broken short c
"The question is, who is responsible for these
under Rule 27, the company delivering us the cars to the
place on these tracks, or this company.''
The decision on these cases is as follows:
"The principle of the rules of interchange is, that
parties causing damage to other parties' rolling
stock are responsible for that damage, and Rule No.
27 only prescribes what parties shall make the set-
tlement with the parties in whose hands the cars
were when the damage occurred.
"The opinion of the committee is that all three of
the cases cited occurred upon private tracks as con-
templated by Rule 27, and that therefore the com-
pany for which the switching service was done in
each of these cases should assume the settlement
with the parties in whose hands the cars were dam-
aged, it being understood by the committee that all
these cases occurred since September 1, 1889."
The committee adds that it will recommend to the
convention in June, 1890, to omit the exception now
contained in Rule 27, and to leave the rule as it was
before the revision of 1889.
THE RAILWAY MASTER MECHANIC.
INDICATING AS OLD COLONY LOCOMOTIVE.
Locomotive 14S of the Old Colony Railroad, cue of
Ml-. J. N. Lauder's standard 18x24 in. locomotives
designed to carry 17-5 lbs. of steam, was selected early
in November, 1889, for the purpose of subjecting it
to au exhaustive test. This engine was new and had
been run sufficiently long to be in good condition in
every respect. The work of indicating the engine
was given to Mr. F. W. Dean, who went very thor-
oughly into all the details that should be observed
in gaining accurate information as to the economy
of a locomotive. Upward of 700 cards were taken,
from which we are enabled, by Mr. Dean's courtesy,
to select those that we give. The indicator rig with
which the cards were taken, was designed by Mr.
Dean.
The indicator gear used was, as will be seen
by our engravings, of the pantagraph type,
and gave complete satisfaction. It is rigid, accurate
in its reduction, and allows the use of the shortest
possible cord. It must be accurately made, but can
be placed in position in the most careless manner.
The pantagraph is of such a nature that its correct-
ness of indication is not in the least degree affected
by vertical or forward and backward displacement
of the supporting stand.
Our engraving shows its construction so clearly
M. K. P.. Front,
M. E. P., Back.
H. P. of Engine,
Throttle, wide.
Spring, lOO.
Revs, per Mil
Cut-off, 4"4 ii
Nov, 7, north.
No. 42, Rt, Cyl,
Steam, 1.57.
Cut-off, 4 '4 in.
Revs, per Min,,
Throttle wide oper
M,E, P,, Front, 39
M, E, P„ Back, as-;
H. P. of Engine, 3!);
Spring, 100,
M. E, P„ Front, 18-7
M, E. P,, Back, -iir,.
H. P. of Engine, 4S.5.
Throttle, wide.
Spring, 100
Cut-off, 7;, in.
Revs, per Min.,
M, E, P., Front, e»-i.
M. E. P., Back, (i2-7.
H. P. of whole Engine,
Throttle, wide. .
Spring, 100.
that but little description is necessary. The points
A, B and C must be in a straight line, and links .1 E
and B D must be parallel and likewise the links VB
and FG. These conditions will be always fulfilled
no matter what may be the position of the crosshead,
and they cannot be destroyed by lifting up the stand
or by shoving it forward or backward. Now it is
necessary to have Ci) equal to B D. The link OJi'
can connect the other links at any convenient posi-
tion, either above or below the point B. It must
only be parallel and equal to V E. The path fol-
lowed by C will be reproduced on a smaller scale by
^—reversed when A is above B and not reversed
when A is below B. In the latter case the point E
uth.
Nov,
No, 7, left Cy
Steam, llil.
Cut-off, 7'.. in
Revs, per Mil
Nov, 7, north.
No. 41, Rt. Cyl,
Steam, 1.57,
Revs, per Min.,
Cut-off, 73-> in.
No. 22, left Cyl
Steam, 16.3.
Cut-off, lOV in.
M
E, P,
Front
.57-4,
M
E,P.
H
P. of Eneine
.574,
Throttle
wide.
Si
ring, 100,
M, E. P,, Front, 94'5.
M. E, P,, Back, 9.3-7.
H, P. of Engine, 321.
Throttle wide open.
M, E, P,, Front, 433.
M, E, P., Back, 44-5.
H. P. of Engine, 7iM.
Spring, 100,
.M, E, i
M. E. P., Back, 7C
H. P. of Engine. ^
Throttle, \ open.
Spring, 100.
INDICATOR CARDS TAKEN FROM AN OLD COLONY STANDARD IS x 24 LOCOMOTIVE.
4C
THK RAIL^VAY MASTER MKCHANIC.
is between C and D. The scale of reduction depends
upon the ratio of .1 J? to B C, and this ratio cannot
be destroyed after once having been established.
The indicators which were used in the tests re-
ferred to were Thompson's, made by the American
Steam Gauge Company, Boston, and they were very
satisfactory. One was used on each cylinder, and
they were so placed that the } in. pipes from the
cylinders, though long, were well drained. The
pipes were well protected from the air by being
heavily wrapped with felt and canvas, the latter be-
ing painted after being in place. The indicator was
also heavily wrapped with felt. On the left side
there was a steam gauge showing the pressure in the
steam chest, and on the right there was a Schaffer
& Budenberg counter connected with the indicator
gear. This counter could be used when wanted, and
did not operate at any other time. It could be in-
the
otion when care is
taken in designing. The proportions employed in
this case must have been exceptionally good. The
admission and expansion lines are excellent, the
back pressure at a minimum, and the area lost by
compression smaller than usual. Incidentally, these
diagrams illustrate the effect of speed upon the area
of the cards. It will be seen that there are quite a
numljer of those illustrated in which the cut-off is
4i in. Taking the one in which the speed was the
lowest, and comparing it with those taken at higher
speeds, we find the area of the latter is in an inverse
ratio to the speed. This area is lost on both sides of
the card, for the admission and expansion lines are
lower and the compression line higher.
The work is in each case very well distributed be-
tween the two ends of the cylinder, being almost
equally good at all cut-otTs. It would be interesting
following resolutions passed unanimously at the re-
cent New York annual meeting of the Association of
Manufacturers of Chilled Car Wheels will he of in-
terest:
Ratolvcd, That this association accepts with satisfaction
the action of the Railway Master Mechanics' and of the Mas-
ter Car Builders' associations, upon the report of the joint
conference committee on "Specifications and Guarantees
for Chilled Cast Iron Car Wheels," with the understanding
expressed in the follow preamble and resolutions :
Preamble — Whereas, the wheel maker has no cnntrol
over the conditions of railroad service; and, whereas, such
conditions vary materially on different roads :
Therefore^ Resolved— \. That in all mileage or time
guarantees, the wheel maker ought to be held responsible
only for wheels which fail through faults of material or
workmanship.
■3. That when wheels are taken out of service, on account
of sharp Banges, flat spots, comby or shelled out treads, or
for cracked brackets or plates and it is found, on breaking
up the wheels, that the depth and character of the chill,
and the strength and character of the metal in the plates,
are up to the standard specifications adopted by the joint
conference committee of the Railway Master Me
i were i
stantly thrown into or out of action, and thus the
number of revolutions in any number of seconds
could be determined with only a very_slight error.
There was a person at each cylinder, and an ob-
server in the cab who signaled tor diagrams every
two minutes, when he also took observations.
Progressive steam pressure trials w&ve made with
the object of determining the economy due to in-
cresising the pressure, but there is little or no evi-
dence of any gain. Two round tr
l40 1bs.,two with 160 lbs., and
two with 17-5 lbs. Perhaps it the
trials had been extended there
would have been convincing evi-
dence. The actual water used
per indicated horse power per
hour was for south bound trips
about 30 lbs., and for north
bound trips about 24 lbs., while
for round trips it was about 27
lbs. It is not entirely clear why
the south bound trips were more
extravagant in the use of water
per 1 h. p. than the north bound
trips, but thedifference was per-
sistent throughout the trials
which lasted seven days.
The greatest observed speed
was 376 revolutions per minute,
equivalent to a mile in 46 7-10
seconds, or at 77 1-10 miles per
hour, while a speed above 70
miles per hour was a rate reach-
ed every day.
Specimen indicator diagrams,
which can be indefinitely dup-
licated from those taken, are
herewith illustrated. Probably
no cards as good as these have
ever been taken frem a link mo-
tion engine. They are instruc-
ve,for tb ey show how much can
INDICATOR RIG^OLD COLONY RAILWAY.
clearance size of ports lap and travel of valves, and
the principal dimensions of the link motion, but this
information is not at hand at this writing.
-Position of the Wheel
new of the current discussion on the speoifica-
and guarantee for chilled cast iron wheels, the
service and not to the quality of the wheels, and that the
wheel maker ought not to be cilled upon in such cases to
pay for or replace any such wheels.
The boiler illustrated in the accompanying cut was
designed by the Rhode Island Locomotive Works to
withstand a working pressure of ISO lbs. per square
LOCOMOTIVE.- OLD COLONY
Makoh, 1890.
THE RAILVSrAY MASTER MECHANIC.
LOCOMOTIVE BOILER FOR HIGH PRESSURES.-RHODE ISLAND LOCOMOTIVE WORKS.
the
, a pressure which is considerably in excess of
iverage practice. While it presents no features
hich are a wide departure from present customs, it
ill be seen to be very
refully designed. The
boiler is 56 in. in diameter at the first course and 68!
in. diameter at the wagon top. The shell is 9-16 in.
thick, and the longitudinal seams are butt joints
with a wide welt strip 7-16 in. thick on the inside
and a narrower one of the same thickness on the
outside. A detail of this seam is shown in sectioo
and plan above the boiler. The roundabout seams
are double riveted. The dome is securely fastened
to the shell by flanging the shell up into the dome a
shown. In addition to the flanging of the sheets
there is a 5i.\J in. ring riveted on the inside of the
shell. It is not unusual to use this ring when the
dome is placed upon the shell ahead of the flre-bo-t,
but when the stays from the crown bars enter the
dome, the ring is often thought to be unnecessary.
In a boiler intended to carry high pressures, how-
ever, it adds considerably to the strength at a point
where it is needed.
The crown is supported by -SJxJ in. crown bars and
I in. crown bolts placed about 44 in. centers. The
stay bolts are J in. diameter except the hollow stays
through which air is admitted above the fire, and
the three upper rows which are 1 in. As is well
known, these latter, when of the same diameter as the
remainder, break more often than any others. To
more fully protect the top rows of staybolts along
the sides of the box from breaking, long stay rods
extend across the boiler just above the crown. These
are shown in both the longitudinal and transverse sec-
tions.
The water space at the sides and front of the box
enlarges toward the top. At the sides the water
space is 3 in. at the bottom, 3* in. at the curve in the
spjice, and nearly -5* in. at the top, thus assisting cir-
culation materially. The firebrick arch is supported
upon 2 in. water tubes located as shown. The back
head and front tube sheet are braced with tee iron
from which braces extend to the shell. No stays ex-
tend the whole length of the boiler from tube sheet
to hack head. The back head has additional stiffen-
ing in the shape of a 6 in. liner.
The grate area of this boiler is 1841 sq. ft. and tho
total heating surface 1,446 sq. ft., of which 1,270 is
tube surface and the remainder, 176 sq. ft., is fire-box'
CircaUrB of Inquiry— Bailway Hsiter Mechanics' Aaiociation.
The following circulars have been issued by
the committees appointed at the last master me-
chanics' convention to investigate the ''Relative
Value of Steel and Iron Axles'' and the "Efficiency
of the Link as Compared with Other Valve Mo-
tions:"'
To the American Railway Master Mechanics' Association :
XTLEMEX— Your committee on "Relative Value of
Steel and Iron Axles" respectfully submit the following
questions:
What, in your opinion, would be the safe limit of di-
ameter for driving axles;
Weight i>er .Journal
1 i2.000 1
Steei i 111,000 V
20.000 I
12.0001
ngine truck axles.
Weight per Journal.
iiioooi
For tender and i
3 i'Zi
■ I uiooo !
: wear of steel and iron axle
2. Please give the relat
journals per .5U,0(J0 miles run.
3. Please give the relative wear of journal bearings on
steel and iron axles per .">0,(HKi miles.
4. Have you bad any steel axles break under locomotives
or cars ; It so, were they crucible, open hearth or Besse-
mer! Please give mileage to time of fracture.
it. In your practice do you liud steel driving axles to run
any longer without turning t lian iron i Please give number
of miles run between turnings. Steel
Iron ....
Tno.-. Sniw,
Committee.
Replies to be sent to Mr. John Macken^tie, superintendent
of motive power. New York, Chicago & St. Louis Railway,
Cleveland, O. Axots Sintlaik,
Secretary.
EFFIi IKM V OF THE LINK .\S COMPAKEn WITH OTHER
To the American Kailnn M ,
Oentlemen:— ThtTMi ,,,
meeting of the asso, i r
as Compared with i>i i
formation that you \vi 1
and olhervalve motiwtjs wiiii
1. Results of tests made >
link wit.h other valve motions
2. Indicator diagrams taken from engines
■isociation :
xi general
I the Link
iew of comparing t
THE RAILWAY MASTER MECHANIC.
Makch, 1890.
equipped with the link and other valve motions. Give dia-
meter and stroke of cylinder, lap, lead and ti'avel of valve,
and size of steam and exhaust ports.
8. Cost of fitting up new, and maintenance, as compared
with the link motion.
4. Blue prints or drawings of valve motions.
.5. Have the results demonstrated that the motions
tested were so tar superior to the link that you would
equip locomotives with them in preference to the link J If
so. please give your reasons for so doing; if otherwise,
state objections.
Any information regarding form of valve motions, other
than the link, that you deem interesting, the committee
will be pleased to rece"ive. It is to be hoped that you may
be enabled to comply with this request, as a creditable and
reliable report on so import int a subject is very much to be
desired. You will increase the obligation by forwarding
the information at your earliest convenience.
J.IMES M. Boox, "i
D.IVID CI..1
H. Tandv,
■ Committee.
Answers should be addressed to Mr. James M. Boot
West Shore Railway, Frankfort, N. Y.
Angus Siscl.iih, Secretary.
THE JAHNEY COUPLEE IS SERVICE.— ITS BECOBD.
McConway, Torley & Co., the makers of the Jan-
ney coupler, have carefully collected the records of
breakages of that coupler with the purpose of ascer-
taining definitely just how many failures their de-
vice was sustaining and of just what nature those
failures were. The fio-ures thus gathered are very
surprising and will be welcomed by the believers in
the M. C. B. standard vertical hook counler as sub-
stantiating the position they have taken. We append
a tabular summary of these figures by which it will
be seen that of the 67,000 and odd couplers that are
in service only about 4 per cent, failed. The period
of service covered by these figures is from July 10,
1888, to Feb. 1, 1S90. An averaging of the time of
service of these couplers shows it to be about 12
months, which indicates that the number of break-
ages reported may with perfect fairness be taken as
the record of one year's service. The figures were
obtained by means of reports made to McConway,
Torley & Co. upon the blank shown herewith, the
report as to the nature of the breakage being made
clear and unmistakable by the sketching in ot the
broken part ot knuckle, body or lock as the case
might be, as indicated on the blank that we have
sketched in. As the coupler company sells its wares
under agreement to replace defective bodies, and to
give one knuckle for every two broken ones, it will
be seen that there is every reason to assume that
every failure was reported to the coupler company.
Some brief comment upon the showing here made
may be found in our editorial column.
Upper lug otr
" chipped
■■ cracked —
Lower lug off
'■ chippe<l
Both lugs ofr
■• •'■ bricked
Upper lug off. lower chipped.
Lower " '" upper chipped
rail off
Miscellaneous
i\ 0086
1 0048
67.Ma
67.64:1 I
6J.6t3
67-M3 95H
67,M3 oan
67.0431 OOai
o-
n9
.
s
^t
8|
D FFCT
s
«»
1
^S
S.^
A ff
c' Tl
325
29
li
0048
Bncket k 1
lT ' "^
1^
671643
T
Bracketoff
End of barrel split oft
Draft bolt pulied through.
MisceUaueous.
THE IMPBOVED WESTINOHOTJSE FEICTION BUFFER.
In our issue of January, 1889, we illustrated the
Westinghouse friction buffer, a novel departure in
draft rigging. The e.xperience of that buffer in
service led to improvements which are shown in the
engravings that we now present. The idea of this
device, it will be remembered, was to increase the
capacity of the draft gear for absorbing the severe
buffing and pulling strains to which cars are sub-
jected in service. The operation of the improved
apparatus may be briefly described as follows, refer-
ring to Figs. I, 2 and 3: When the drawhead A is
pressed back, the first inch of its motion compresses
THE McCONWAY * TORLET CO.
Becord of Janney freight coupler, received from . .
...... Station. Consigr^edly • ^JJI^/^- '
. . . . Memo. No Inspected by
No. ..
Knuckle— Upper lug off..
'U-half replaced
Marked,
Coupler.
Reo'd.
Kec-d.
Date.
Knuckle pin.
Locking pin.
Clevis. .
initial spring C, driving back the wedge block
0, thereby forcing apart the wedge plates JT and
compressing the interlocked sets of friction plates P
and P. Any further inward movement of the draw-
head results In lorcing the tightly compressed fric-
tion plates P together in a vertical direction, at the
same time compressing the main draft spring. Thus
the mechanical work done by the above parts, which
are inclosed in the buffer body B, is transmitted to
the main straps E, and they again transmit the
thrust to the end sill. When the draw-head is sub-
jected to a pull, the operation is the same as the
above and with the same result. Draw rods J J tie
nuiii.a
Fni. 4 — Showing various Positions of Westinghouse Buf
fer in Action,
the buffer at one end ot the car to the buffer at the
other end, forming also a continuous draw-bar. A
thrust or a pull on the draw-head will therefore pass
through an elastic medium and be distributed very
generally throughout the car.
The capacity of the apparatus is stated to be as
follows, as determined by averaging several tests
made on both Riehle and Olsen testing machines:
Lbs.
Resistance due to initial spring 13,00fl
" friction 37.44.i
draft spring 18,000
Total resistance 68,445
Foot lbs.
Work done in compressing friction buffer 8.38fi
Work done in compressing present ordinary draft
spring, 6x8 inches, Hi inch motion, and 18.000 lbs. ca-
pacity 1,314
Ratio of work done in compressing buffer to work done
in compressing ordiaary draft spring ^"^ -> 6*46
In Pig. 4 we show the various positions of the
parts of the apparatus when under compression,
and when being pulled, thus giving an accurate idea
of the sequence of action ot the two springs and the
friction plates, it being understood that the initial
spring is in this figure concealed from view by the
friction plates.
This apparatus was exhibited to railway men dur-
ing the paat month at Chicago, Cleveland, Buffalo
and New York, a train of 23 Pennsylvania cars
equipped with it being manipulated by being
bunched and pulled out by two heavy engines, and
by cutting the train in two and bumping the two
parts together at varying speeds. These various
manipulations satisfied the on-lookers that the fric-
March, 1890.
THE RAIL^VAY MASTER MECHANIC.
tion buffer does the work required of it in a satis-
fsictory manner, and that the shocks were effectively
absorbed. The improved apparatus is, we under-
stand, to be placed upon seven more Pennsylvania
cars — making 30 for that road; 12 Chicago, Burling-
ton & Quincy cars; 10 Chicago, Milwauke & St. Paul
cars, and 34 Old Colony ca rs. It will thus have an
excellent opportunity to demonstrate its worth in
daily service, under widely varying conditions. As
our readers will remember it is manufactured by the
Union Switch and Signal Co., Swissvale, Fa.
COMMUNICATIONS.
Car Inspection and Carding The System Employed on the
Chicago & Northwestern Railway.
To the EdUur of the Kailway MusUt Mechanic:
The subject of car inspection and carding is now under
discussion by the Western Railway Club, and perhaps our
system on the Chicago & Northwestern Railway used at
the South Branch and Wood Street stations, will be of
some interest, and a description of it in your paper will
not be out of place.
At our South Branch station we receive cars from sixteen
roads. Upon the arrival of a train from a connecting line,
immediately after their engine has cut loose and before our
engine handles the train, two inspectors, one on each side,
slowly and carefully examine the cars. As a guide to our
own inspectors at the South Branch and Wood Street yards,
and to instantly determine the particular man who in-
spected a certain part of any car, the head day car inspec-
tor, having completed his inspection of a car, chalks
his inspection mark "A" and date on one corner of the car;
his assistant chalks on his side of car at the corner "B''
and the date; the head night inspector "C" and date and
his assistant ^^D" and date.
No record is kept of cars in good order and with parts
all standard. It car A should have some defect which did
not render it unsafe to vuxi or unsafe to trainmen, or some
part not standard to car for which there was a master car
builders' card on car, the head inspector allows the car to
go forward and makes an entry in his inspection book
showing date, car number, initials, road received from, de-
fects or wrong parts for which the master car builders'
card was placed on, and immediately after such defects
states what road issued the card, giving date and signa-
ture on card, and if same shows at what station the card
was placed on car it is noted down. For example, car A
is received from the L. S. & M. S. Railway at South
Branch, loaded for a point on our line, with one draw bar
for which there is a L. S. & M. S. Kailway master car
builders' card attached to the cross-tie. The head inspec-
tor enters report of car on his book thus: "Date, February
'JO, 1890. From Lake Shore & Michigan Southern Railway,
one wrong draw-bar. Lake Shore & Michigan Southern
Ry., Master Car Builders' Card, Sandusky, O.. Feb. i.
IS'JO, John Smith," and allows the car t« go forward. This
method of recording foreign master car builders' cards and
defects for which they were placed on car enables us, if the
card should be lost oft the car or destroyed while the car
was in our possession, to procure a duplicate of same i r to
answer any and all questions at any time relating thereto.
If carB is received from the Michigan Central Railway
with a wrong drawbar for which there is a Michigan Cen-
tral master car builders' card attached to cross-tie, and in
addition to this there is one intermediate sill cut from flange
of wheel, the inspector Alls out our memorandum freight dis
patch card, or "red card," as shown in the follomng form,
and attaches it to.cross-tie of car:
CHICAGO & NORTHWESTERN RAILWAY CO.
Reoelvod from JfWilffiin Ctntral H. It. Co.
at South Brandt Date Februai-y /•*"'.
Car No. B with the following
defect*:.... One <nt<rm«dlate«i'U cut from wheet fange
.IToad Street.. ..withoui
iitiuned above. ThiH card I
The car is then allowed to go forward with this card at- '
tached, which shows inspectors along our line the condition |
the car was received from the Michigan Central Ry. and '
the point at which received. The inspector (R. Wharton
in this case), then makes an entry in his book: "Date, Feb-
ruary '30, 1S90. Car B ore wrong draw-bar. Michigan Cen-
tral Ry. master car builders' card. Detroit. Feb. 10, IS'JO,
John Brown." " One intermediate sill cut from wheel
flange." " Memorandum card put on."
If car B was loaded with perishable, time or some class I spection.
THE IMPROVED WESTIXt
of freight not desirable to transfer, and had a broken fol-
lower plate or broken brass or some detect which rendered
the car unsafe to run, if su(;h defect could be repaired by
the inspector, he makes the repair and if not sends it to our
repair yard, where repairs are made if possible and the car
allowed to go forward. In this latter case the inspector
makes the additional entry in his book : "Repair one fol-
lower plate and one brass," the whole entry then reading:
"Date, February 20, 1890, car B, one wrong draw bar,
Michigan Central Railway master car builders' card, Octo-
ber 10, 1890, John Brown." "One intermediate sill cut
from wheel flange." "Memorandum card put on."' Repair
one follower and one brass."
If car C is received, loaded, and has two or three sills
broken, the inspector marks car "Not to go," and the car is
sent to the transfer track and the contents transferred.
The cai is then sent home. The inspector makes entry in
his book : "Date, February "JO, 1890, car C, three sills
broken, not to go." My office is located about two miles
fjom the South Branch yard, but has telephone communi-
cation with that point, and in case the inspector is doubtful
about any point, he calls up on the "phone, and stating the
case, is advised of the disposition to make of the car.
The night car inspectors relieve the day men at « ::W p. m.
each day, and look after all unHnished business and con-
duct it as outlined above, except in doubtful cases, which
are given over to the day man, who in turn relieves the
night men at 0:30 each morning, and he, reporting the
doubtful points over the 'phone, is advised as before stated.
Cars are liable to more or less damage in yard switching,
and after each train is made up the inspector makes another
examination, and if any car has been damaged it is set out
and repaired unless repairs can be made while car ia in
Cars are received off our line at our Wood street yard;
the ins|)ectors at that point have inspection marks
head day car inspector. "I
night car inspector and "t
same as in South Branch
our line and after the engii
handled by the yard engine, the inspectors exam
the South Bra
iuve inspection maras, "c lor
for his assistant. "G" for head
for his assistant, and are used
t loose and before being
I same manner as outlined
HOUSE FRICTION BUFFER.
Car A is now received back in this train and, ib samecOT
dition as originally received from the L-.te Shore A^MicBlU
gan Southern Railway. The inspector notes thao the mass,
ter car builders' card covers the case, and the car harir.^
received^no damage while in our possession is allowed tog«,
home without taking any note or check of same. Should^
question at any time arise ia regard to this car, our record I
shows all possible informafon on the subject, for had the
card been lost oft the car while in our possession, or if any
part had been broken, when car was received back off the:
road, we would have taken a record against same
CarBi
' received back off i
line, and if it has i
oeived no further damage the inspector lakes our memo-
randum card off car and allows it to go back to the Michi-
gan Central Railway. If this car should have been dam-
aged while in our possession, the inspector chalks on the
side of the car, "Hold for repairs, one broken side door."
The car is then put on our repair track, repairs made,
metnorandum card taken off and car allowed to go home
Car D is received back off our lino and is loaded with
perishable freight destined to some point on a connocting
line. We break a draw bar, and having none standard to
car, put in something that will carry the car safely ana
pla.e our master car builders' card on the cross-tie for the
wrong draw bar. It is often the case that a perishable load
13 received off our line, destined as car D, and has defects
which do not render the car unsafe to run. In such case
the inspa-tor does not detain the car for repairs, but puts,
master car builders' card on for the defects and allovvs car
to go forward.
In our switching yard at Wood street, some cars are more
or less damaged and, as in our South Branch inspection,
when the tram is made up the inspector once more ex-
amines the cars and any that were damaged in switching
are marked for repairs and entry made in his book of same.
This system gives us a clear, comprehensive and reliable
record of a car from the time it was received from some
connecting line at South Branch until it left our yard goinr
home. The car may be damaged after leaving our yard,
while in transit to connecting line, however, and returned'
to us for repairs. In such case, when it is received bavJk
the South Branch inspector sends the car to our repair '
yard and rejiairs are made. He also makes an eutry in his
THE RAILWAY MASTER MECHANIC.
Masoh,
KigU Pressure i\
Cylinder i \
^^"""^^a^^s!""-^
1 /:
?
100
788 "T
Cu€oa-80%. \
9
1 C«»offSO%-
1 Terminal Pressure Srrbs.
60
K^,
J^::::::t:::::-:.
;.T ■^''r^jr ^^ — —
20
i/r'
F G
^
■
C30 \
\ Cutofl-80%.
Recei.-erIVe,,ure
Cutofrso%.
Xerminol Pressure GS lbs.
1590 ^^-^^.^^^
1
V
,., V
- Cutoff-iO%.
^~-~.,^,^^^ XeruiinalPr
e SO lbs.
Receiver Pressure
136 lbs.
Ci
t 00-80%.
1684 ^
V
X-
8-13 \
Cutoir40%-\
Cufoff80%.
Xerniiual Pressure 33 lbs. ^bs.
res T-
1
[ \
1 CSS \
\ \
Keo
"'oOlbs!"'"'^*
Cutoff40%-
Xer.ninal Pressure 38 lb
9. AbS.
Cut„ir.ioo/o.
\ 803
^"^-^
,^,.
book showing same. It is an occasional case that when a
car, which we receive from a connecting line with some
defect and allow to go forward, as with car B, gets back to
the owning road, they would have no record of the sill be-
ing cut from the wheel flange and would return it for re-
pairs. We then attach our bad order card of the following
C. & N.-W. R'f CO.
Received this car BAD ORDER.
Prom Michigan Cent. Ry. - Date 2-20-*90.
Car Nu. B Defecuas noted
One Iniermtdiate sill cut from \J0licel JUiTme
Signature, R. WHARTON.
The car is then returned home and inspector notes same
in his book. Should our own car be delivered to a con-
necting line in good order with load for some point on that
line, and is received back with broken parts, it is returned
for repairs or held until a master car builders' card is pro-
cured from the road responsible for the defect; entry is
made in the inspection book at the time the car is received
and shows therein whether the car was returned for re-
pairs or held for the card.
All inspection books are sent to my office each morning
and the previous day's work is entered in ink in record books
which are labeled as follows; "Out Freight," in which all
defective cars that \vere allowed to go forward are entered ;
"Not to Go," in which all cars transferred on account of
bad order and being unsafe to run are entered ; "Not to Go,
Returned," in which all cars returned to connecting lines
as being unsafe to run on account of bad order or cars re-
turned for i-epairs are entered; "In Freight," in
which are entered all foreign cars received from
our line with defects for which we are responsi-
ble, also all foreign cars damaged while in our South
Branch or Wood Street yards, or while in transit to a con-
necting line which the connecting line returned us for re-
pairs; "C. & N. W." in which all Chicago & Northwestern
cars which are to be repaired are entered.
This is a brief outline of our system which has been in
force at these stations for the past twelve years (the
memorandum dispatch or "red" card we have used for the
past two years). The system answers every purpose and
with the introduction of our memorandum freight dispatch
card, works without the slightest friction, answers every
possible question at anytime, and, at our yards, cannot be
improved upon as near as we can determine.
K. Wharton.
Steam DiBtribntion in Compound Locomotives-
BUFFALO, N. Y., Feb. 20, 1890.
To the Editor of the Bailway Master Meclmnic:
Possibly there are some among your readers who are de-
sirous of becoming better acquainted with the subject
"Steam Distribution in Compound Engines," but who are
impeded in their attempts to oblain even a theoretical
knowledge of it by the absence of any collection of reliable
data
Something can be learned by the construction of imagin-
ary indicator diagrams, assuming different proportions of
cylinders, etc., and using the isothermal expansion line,
which is easily drawn, and gives a sufficiently correct idea
of steam distribution. For the benefit of those who are not
familiar with the method of drawing this line the follow-
ing diagram and explanation are appended :
W k — t — f — ^ — ^ — T"^
■mis. 0 ^i. ^^J^
STEAM DISTRIBUTION IN COMPOUND LOCOMOTIVES.
It is a well-known tact, that if a certain ij\iantity of any
gas be maintained at a uniform temperature its pressure
™il depend upon its volume. If it be allowed to expand to
twice its volume it will have but one-half its original pres-
sure. If it be compressed to one-half of its original
volume its pressure will be doubled, the one change being
exactly proportional to the other. Upon this law the con-
struction of theisothermal{equal temperature) line is based.
In Fig. 1 let AB be supposed to represent the length of
stroke of a steam engine, and A H the cylinder clearance.
D H, which forms one end of the diagram, is scaled to
pounds pressure, and V /, the vacuum line, is drawn at a
distance of 15 pounds, by the scale on D J3", below A B (the
Makch, 1890.
THE RAIL\VAY MASTER MECHANIC.
45
line of atmospheric pressure), and parallel to it. At V
tliere is neither pressure nor volume. Along the line
1' 7 there is volume but no pressure. On VD there is
pressure but no volume. Any point taken in the space
above VI and to the right of VD will denote a certain
pressure and a certain volume according to its position.
D F is assumed to be the line of steam admission, and C the
point of ca^off. C K is drawn perpendicular to .1 B, and
diagonals are drawn from V to points taken at random on
the line C F, cutting the line C K. Onlj- so much of these
lines are shown in Fig. 1 as will define their intersections
with C K and C F. Perpendicular and horizontal lines are
drawn from these points of intersection, and the curve CT
is drawn through the meeting points. This is the isother-
mal line, which would be the correct curve for denoting the
rate of expansion of a gas if it did not change in tempera-
ture during its expansion. As there is always a reduction
of temperature during the process, the true theoretical, or
adiabatic, line falls a little below the isothermal at T.
The exhaust port opens as the piston nears the termina-
tion of its strolte and the steam escapes. This is shown by
the curve A' B. The length of the line T I denotes the ter-
minal pressure, and is the measure of the steam used for
one stroke. It is taken in terms of absolute pressure, as
it is called, being measured from the vacuum line, not the
atmospheric.
The exhaust port closing as the piston reaches the point
X on the return stroke, a certain quantity of steam is re-
tained in the cylinder and is subject to compression as the
piston finishes its movement from ^ to A. If we draw the
diagonal T' O through the point A and erect the perpendic-
ular line A' O its length applied to the scale on the line D H
will give the pressure in the clearance space at the termin-
ation of the stroke. If it is desired to know how much of
the clearance space would be filled by the volume of steam
H ^ at the pressure X O, if it were still further com-
pressed to the initial pressure, the diagonal V E is drawn,
and the lines 0 U and r R. That is to say, the steam re-
tained by compression will be sufficient to fill the clearance
space at initial pressure for the distance D R, and when
the valve opens the volume of steam admitted is denoted
by R C instead of D C.
No allowance is here made for wire drawing during
admission or for back pressure during exhaust. In prac-
tice the steam line would drop during admission, and the
exhaust line would be somewhat higher than it is repre-
sented. These points, nnth rome others, are omUfed to
avoid complication and confusion. There are some lessons
which can be learned without taking them into account,
and any one conversant with indicator diagrams can make
the proper allowance.
Compound engines are built in various ways. In some
the steam passes directly from the high pressure to the low
pressure cylinder. In this case the pistons of the two cy-
linders must move simultaneously. Sometimes they are so
built that the steam is discharged into an intermediate ves-
sel called a "receiver" as it leaves the high pressure cylin-
der, passing from it to the low pressure cylinder. In
this form the pistons of the cylinders may move together
or at different times, the two engines working in the latter
case on separate cranks, which may be set VtO degrees
apart, as with the locomotive, or at any other angle. One
form of marine engine has one high pressure and two low
pressure cylinders, working three cranks set 120 degrees
apart. This form of engine gives a very smooth, steady
motion.
In the locomotive the simplest arrangement for com-
pounding consists in the use of a large cylinder on one side,
a small one on the other and operating cranks set at
right angles as usual. A receiver is a necessity in this case,
as the high pressure cylinder exhau.sts its steam while the
valve of the low pressure cylinder is closed, and a reser-
voir must be provided to retain the steam during tlie inter-
val of lime between the time of exhaust of one cylinder and
the time of admission of the other.
The receiver in the locomotive usually consists of a large
copper pipe passing around the interior of the smoke box.
The steam it receives is always wet, and is dried to some
extent during its passage through it by its exposure
to the hot gases of the smoke-box. It would seem that if
the receiver were made up of a numberof small pipes so as
to present a greater surface for the absorption of heat,
with the same sectional area for the passage of the steam,
that it would be advantageous, for the heat of the smoke-
box gases is an unmitigated waste, and any portion of it
which can be retrieved and converted into work is a clear
For the purpose of illustration we will suppose an engine
with a receiver, the two pistons having the same time of
movement, and we will proceed to construct diagrams at
various points of cutoff, and observe the peculiarities of
steam distribution.
We will suppose the engine to be proportioned as follows :
Ratio of high to low pressure cylinder, 1 to 23^'.
Recei\-er equal in capacity to high pressure cylinder.
Clearance in either cylinder, 10 per cent.
Slide valves cutting off by their own lap, with neither lap
nor clearance on the exhaust side.
According to these data. Figs. 2, 3, and 4 have been
drawn. In each of these figures the cutoff point of the
high-pressure cylinder is the same, SO per cent. The cut-
off point of the low-pressure cylinder is in Fig. 2, SO per
cent., in Fig, 3, 50 per cent., and in Fig. 4, 40 per cent.
In order to show the respective volumes of the two cylin-
ders, the diagrams are drawn as though the cylinder area
was the same, the difference being in the length of the
The cut off point of the high pressure cylinder being set
off, the expansion curve is drawn. (Fig. 2.) On the upper
line of the low pressure diagram, AX is setoff, = HI,,
and the cut-off point B established. Letting fall a perpen-
dicular line from A, a diagonal is drawn»-om Z7 to iJ, cut-
ting it at ('. This is supposed to be indicative of the pres-
sure at the time of cut-off in the low-pressure cylinder,
the pressure being the same for the instant in the other
cylinder and the receiver. The line D £ is drawn in the
receiver space, at the height of the point C, denoting that
the receiver Ib filled with a volume of steam of the pies-
sure C. As the piston has not finished its stroke, steam is
compressed into the receiver from the high-pressure cylin-
der, until its exhaust port is closed. For convenience the
high pressure piston movement is laid off in the receiver
space. T G represents the distance traveled up to time of
low-pressure cut off, and F H, the distance it travels up to
time of closure of exhaust port. To find the increase of
pressure in receiver, erect perpendiculars HI, F J, and
draw diagonal from T through K. The intersection J
gives the desired pressure. A horizontal line through J, if
carried to the scale line R I', would cut it just above 00
lbs. A check 3/, is made at this point.
A cylinder full of high pressure steam is now exhausted
into the receiver, and it is required to know the resultant
pressure. A horizontal linedrawn from the pointof terminal
pressure P, will cut the line XO at P, and a diagonal from
il to P will cut P D at Q. This is the new receiver pres-
sure. The steam retained in the clearance space of the
low pressure cylinder brought'to receiver pressure and
added to the volume increases it to S. When the steam is
admitted to the low pressure cylinder, its pressure drops
to W, in filling the clearance space.
The stroke of the low pressure piston now begins, and
the high pressure piston begins its return stroke. One al-
lows expansion, the other produces compression. To as-
. thei
of
of c
piston must be subtracted from that of the other. It is
represented by the line W Y. If the point C was correctly
assumed, a diagonal drawn from 1* to 1' will cut the per-
pendicular line W at X, on the same level as C. If it does
not, the point C must be changed, and the process above
described repeated. Being assured that the line ir Y is
correctly placed, it is divided into a number of equal parts,
and diagonals dra%vn from 1", cutting ir X. The travel of
the low pressure piston to the cut-off point is divided into
the same number of equal parts, and cross-marks made
from them and the diagonals. Through these the steam
admission line is drawn. The expansion line is located by
diagonals from J', cutting a perpendicular let fall from B,
The exhaust line of the high pressure diagram iscci-t
laid out from the points between It' and X. The compres-
sion line is so short in Fig. 2 that it can be drawn by hand.
When it is longer, it can be laid out by drawing diagonals
from I' to spaces in the line /./. Their intersections with
/ K will locate the compression line by transferring the
spacing of J / to the compression space.
The figures upon the diagrams denote their proportionate
area. A considerable drop in pressure is observable be-
tween the two cylinders in Fig. 2, the terminal high pres-
sure being 130 lbs, the initial low pressure, S-S lbs. This
loss is not regained, and the effect produced is less than if
the pressures were kept together, as will be seen later on.
Figs. 3 and 4 show the effect of an earlier cut-off upon
the low pressure cylinder. In Fig. 4 the receiver pressure
is even higher than the high pressure terminal, dropping
so as to agree with it when the valve opens and allows the
iow pressure clearance space to be filled. Comparison of
the three sets of diagrams illustrates how shortening the
cut-off of the low pressure side increases, instead of dimin-
ishing, the amount of work done by it. Between Figs. 2 and
4 the area of the high pressure diagram is diminished by
half. The excessive compression in Fig. 4 will also be
In Fig .1, the high-pressure clearance is 1.5 per cent., the
high-pressure cut-off 40 per cent., and the low pressure
cut - off 80 per cent. Here there is again a consider-
able amount of "drop" between the two cylinders.
The high-pressure diagram is much larger tfian the low-
pressure. In Fig. fi, the cut-off in each cylinder is 40 per
cent. The terminal pressureof one cylinder and the initial
pressure of the other approximate closely. The greater
part of the work is thrown, however, onto the low-pressure
cylinder. It would appear, then, that when there are two
reverse levers, so that the cylinders can be handled sepa-
rately, hooking back either lever increases the proportional
amount of work done by its cylinder, and there is a strong
probability that an engine can be so proportioned that both
sides can be operated by means of a single reverse lever,
and a close equality in the work done by the respective
cylinders preserved for all points of cut off.
Comparing Figs. 2 and 5, wesee that shortening the high-
pressure cut-off has not materially affected the amount of
work done by that cylinder, but the area of the low-pressure
diagram No. 5 is less than one half that of No. 2.
A comparison of Figs. 2 and (i, will give an idea of what
may be expected if only one reverse lever is used. It will
be seen that the low-pressure cylinder leads in the amount
of work done, in both diagrams, and the proportion is nearly
the same between the high and low-pressure cards in both
cases. It is fair to suppose that the single reverse lever
would answer a good purpose for points of cut off between
those shown, but for shorter ones there would be excessive
compression in the high-pressure cylinder unless the clear-
ance were made still greater.
In Figs. 2, 3 and 4 and again in Figs. 5 and 6, the point of
high-pressure cut off being the same in each set, the termi-
nal pressure of the low-pressure cylinder varies but little.
In tact, " hooking back " this cylinder appears to have but
little effect except to increase the proportion of work done
by it, and to increase the back-pressure of the other side.
If we new tabulate the areas and terminal pressures of
the respective diagrams, we will be able to form some idea
of their relative showing of economy in using steam.
Roughly speaking, the areas of the cards may be taken to
represent useful effect produced and the terminal pressures,
the cost of producing it.
.,.„„. . „ Terminal
„,„ „ H- P- Cyl. L. P. Cyl. Tot-l. Ptessures.
*lg. - ,88 1,472 •* 2fi0 nl
FiK-S 650 UW 2.-1W S
|!Ki 387 l,a8<l 2,073 60
F'.K-? 843 708 1„5,51 32
Fiff-8 5S8 892 1.4.50 28
(The terminal pressures are mea-sured from the vacuum line.)
Dividing the totals by the terminal pressures, we get an
idea of the relative economy. That is to say, one pound of
steam at terminal pressure, has produced in
Fl|.2aneffeotof 35.85
tSl 41-15
|g| , 41-40
Fig;* •■■ •■■■^'■"^^■■.^^■■:;;::.'.v::::::;:;;;;;:;; M'S
This shows the effect of " drop," or the loss of pressure
about 5 per cent. There is almost always some loss of this
kind, partly from friction of the steam in the passages.
Where is the gain from compounding; It cannot be
shown in a diagram, but experience has demonstrated most
conclusively that there is one of considerable amount.
There is a slight gain in the manner in which the force of
the cteam is applied, which counts for something. If the
whole force of ISO lbs. of steam were applied to the low-
pressure piston, it is evident that a great strain would be
brought upon the engine, much greater than when it is
used successively in the two cylinders; and by the time the
crank had passed far enough over center to give the piston
a good purchase upon it, steam would be cut off and the
pressure would drop. So a great part of the force of the.
steam would be used in straining the machinery, not in pro-
ducing any useful effect. In Fig. 2 of the examples here
shown, both cylinders, working at SO per cent, cut-off, only
use a quantity of steam which would constitute a 2« per
cent, cut-off if used in the low-pressure cylinder alone. It
is weU known that this is as short an admission as can be
economically used in a single cyUnder, and as short as can
be pioduccd by ordinary valve mechanism, unlesss a separ-
ate admission valve or a cut off valve is resorted to.
The greatest gain is from the saving in cylinder conden-
sation, a subject on which there is too much to be said to
allow it to be touched upon at this time. What has been
written here is only meant to suggest the way of working
out the problems which occur in the study of the subject.
Each different proportion of one cylinder to the other, or to
the receiver, must be worked out by itself. There is no
denying the fact that the introduction of the imnciple of
compounding into locomotive designs will effect a great re-
duction in the amount of fuel used, and that the compound
locomotive is the locomotive of the future.
If we turn to marine practice what do we find; History
show-s a steady increase in the steam pressures employed,
and since the introduction of compounding a steady pro-
gress, both in economy of fuel and in reduction of the
weight of the machinery, as compared with the power pro-
duced. In the '40'8 five to seven pounds was the
usual pressure: by IStX) comjiound engines were in use at a
pressureof '25 to 40 pounds: in the "Us the pressure was
45 to 60 pounds, the average piston speed about 375 feet per
minute and the consumption of coal a little over two
pounds per horse power per hour: by 1SS0.82 the pros-
THE RAIL^VAY MASTER MECHANIC.
sure had risen to about 30 pounds, pistoQ speed to 450-475
feet and coal consumption had been reduced to 1-S3 pounds
per horse power per hour. Double cylinder compounds
have been superseded by triple cylinders, and even four
cylinder engines have been built. Triple expansion en.
^nes are now in use with steam pressures as high as 16.5
pounds and piston speeds of SOO to 1.000 feet per minute,
giving a fuel economy of 30 per cent, as compared with
double expansion engines working at about 80 pounds pres-
sure, and, say, half the above piston speed.
The combined weight of engine boilers and water in
modern marine practice is much less than it was when
the old single cylinder engines were in use. Triple expan-
sion engines have been built which weigh — engine,
boiler and water— as low as 140 pounds per indicated
borse power. In view of these facts is it not apparent
that the subject of compounding locomotives is worthy
of atttention ! Respectfully yours,
Geo. B. Sxow
Taghconic Asks Some Qaestions-
1 have noticed that some straight chimnies on locomo-
Uives of late construction are made of one thickness of iron
or steel, neatly secured to a plain saddle and have a ring,
of half round iron, at the top, the whole being neat in ap.
pearance, light in weight, cheap in first cost, and efficient
Others are made of two thicknesses of plate iron with an
air space between them, the outside plate being covered
with Russia or planished iron, and surmounted by a heavy
casting, adding cost and weight which give no return.
As one not posted in such matters I would. ask which is
the better, and why;
A question which will probably be presented to the clubs
ffor discussion, having often been discussed privately among
tthe club men, is this : " Is a radical change in the form and
nra)portion of the oil box advisable;" Answer from some
cofpertsis, "Yes, if the advantage gained will warrant
aiiachange." Others say, " maintain the standards." '
Lltiis not well to depart from the standards to suit every
( igtti-ce, yet a too strict adherence to the adopted stand-
a, ifo\»vould. in some cases, prevent progress.
iJMifcubut a few years since the adoption of the M. C. B.
axl t^ .wtich is now being replaced by a larger one for
hea >» s«r*i.'ce. If, Bellamy-like, we look backward'a few
years' ■*'*^ St:' many axles in use with a journalS.'j by 4
or5ic 't'iJ.^s. ;^-lrt,hese dimensions had been taken for a
standa ^-^ wjtat iwuld have been the condition of things to
day; t >etveral new forms of journals, and journal bear-
ings, art ' it- ' use, with excellent results, though hampered
more or li iss by old tocms and dimensions.
Manyattea pts have b«eja made to use grease for lubri-
cation of car jo umals. They have failed for want of a
suitable oil box; while with a suitable box good results
would no doubt hi "'e followed.
The American oL ' box with waste packing beneath the
journal, took its ge neral form by accident, and from this
form there has been . 'ittle change in fifty years.
The foreign box, foi * some reason--sald to be economy-
was made to lubricate \ 'ith grea«e, which grease is so made
up as to be pasty in any temperature, neither liquifying in
warm nor becoming solid in cold weather.
Why not change our bo> and give good grease a trial;
As the agitation of the subject of chimney sizes seems
to be bringing forth good fruit it cannot be an evil tree.
-Allow me to say tba». there >s of necessity no relation
between the cylinder and the chimney as to size.
The chimney and the-b'uist pipe together form an ejector,
and the areas of the two parts should bear certain proper,
tions to each other. GoKi results will be found when the
proportions are as 12 to 1.
The cylinder, the grate, and the boiler have nothing to
do with the question except through the blast pipe.
After the steam has pa«e.id through the first 18 or 20
lim hes of the chimney the wor k of the ejector is completed,
:and if the chimney is tapered outward from that point, a
rslight improvement will be found.
THE TIMMS JOURNAL BOX,
THE HMMS JOtJKNAL BOX.
The accompanying illustrations show the Timms
journal box as made to conform to the M. C. B.
standards. It is readily applied to the M. C. B.
standard truck without alterations and takes the M.
C . B. brass without change.
The three leading features of this box are the end
stop, the dustguard and the close lid. Thepnd stop
will be seen by reference to Fig. 1 to consist of a
bracket shaped casting held in place between the
wedge and the top of the box and engaging the two
lugs on the inner top of the box.
Chicago Joint Defect Card.
/An adjourned meeting of representatives of rail-
•nva>3 centering in Chicago was held at the rooms of
ItheOTestern Railway Club on February 18, P. H.
B'eck in the chair, nine roads being represented
TTihe oommittee appointed at the first meeting to
design a card and draw up rules covering same
reported a card similar to the C. & N. W. red card
deseribed elsewhere. The report was thoroughly
discussed, and was in the main favorably received.
Several details, however, could not be agreed upon,
and the matter was referred back to the committee
with instructions to report at a meeting to be held
Da March IS, at 10 a. m.
Fig. 2.
The dustguard, shown in position in Fig. 1 and in
enlarged detail in Fig. 2, is made of wood and is so
constructed as to exclude dust and prevent the leak-
age of oil* It consists of a yoke shaped piece of
wood fitting beneath the journal and extending up
on each side of it to the top of the box. A second
piece fits in over the journal and between the upward
extending arms of the first piece and is held In place
by a spring as shown. The inclined surfaces of the
guard serve to "wipe" the oil in and prevent it from
working out upon the wheels.
The lid is made of pressed st^el and hinged to the
box in the ordinary way. The box is so constructed
as to allow the lid to close within its walls, making
the box dust proof at this point. The lid is kept
tightly closed by the spring shown.
This box will receive the collarless axle as readily
as the collared axles. Journals of the following di-
meusions are readily applied, viz: with collar, 4Jx8,
4x7, 3ix7; without collar, 4ix8i, 4x7, SfxSJ.
This box cannot with propriety be said to be longer
in the experimental stage; it has demonstrated its
worth very fully in practical service. It is claimed
for it that it saves 50 per cent, in oil and brass over
the common box, and the records of the service we
have seen, seem to substantiate this claim. We know
of one heavy private car which has been equipped
with it for nearly two years; the waste has never
been changed and there has never been a hot box on
this car. Some months ago two pair of wheels were
removed on a Chicago, St. Louis & Pittsburgh
coach after having been in use three years; the jour-
nals were worn to 3| in. diameter, that being the
limit allowed on that road before removal, but the
journal was as perfect as could be desired, both jour-
nal and brass being worn evenly and perfectly
straight. The end stop and dustguaM were found to be
in good condition and were worn very little. A ca-
boose on the same road was fitted up experimentally,
one set of trucks being fitted with the Timms oil box
and the other set of trucks with the ordinary box.
Five and one-half months thereafter, after the car
had made a mileage of 12,037 miles, the bearings
were examined, and the brasses in the ordinary
boxes had lost 65 ounces of metal each, while the
brasses in the Timms boxes had lost but U ounces
each. During the five and one-half months of ser-
vice the Timms boxes were oiled but once; the other
boxes were oiled at the usual intervals after the first
oiling. As the result of this test several more ca-
booses were entirely equipped.
On a C. W. & B. baggage car fitted with the
Timms end stop in connection with the M. C. B. oil
box the brasses were found to have lost only 3*
ounces after a mileage of 22,600 miles. A brass un-
der a C. W. & B. locomotive tender, after nine
months' service without the end stop, was found to
have made a mileage of 22,.500 miles and to have lost
28 ounces on each brass, or 14 pounds to the tender.
Brasses under the same tender having the same
mileage, but used with the Timms end stop, had a
loss of eight ounces from each brass, or four pounds
Mabch, 1890.
THE RAIL^VAY MASTER MECHANIC.
CONVENIENT SMALL SHOP-SPOKAKE FALLS & NORTHERN RAILWAY
to the tender, showing a difference of 10 pounds in
favor of the end stop. The president's car on the
West Va. Central equipped with the Timnis boxes
eamc new out of the shop and was run 40 miles in 42
minutes without a hot box. These are only a few
instances in which this box has demonstrated its re-
markable merit.
As will be seen by some of the instances cited
above the end stop alone is of great value, but the
combination of the dust proof lid, end stop and dust-
guard supplies a box which should command favor-
able attention. The Timms Coupler Company. Col-
umbus, O., are the manufacturers of these devices,
the cost of which is very little in excess of that of
ordinary boxes.
The small shop shown in our engraving has jus
been placed in running order by the Spokane Pall;
& Northern Ry. It is located at Spokane Falls
Wash., and was designed by, and is under the charge
of,C. H. Prescott, master mechanic of the road. The
plant is small but the road has only four moguls now
in service, with two standard American passenger
engines now building (all Baldwins) and not very
much room is needed as yet. The location ot the
machinery is shown in the engraving; there is yet
space for a tire lathe boiing machine and a wheel
press which Mr. Prescott hopes to have. The
building is a frame structure, boxed or ceiled up on
inside and its walls are packed with saw dust. The
roof has a one foot in 10 pitch and is covered with
tar telt and gravel. It pitches to the front and rear
on the engine house and machine shop and to the
side over the engine room, store room and smith
shop. One end of each roof beam rests on the wall
and the other on a center post, and the beams are
tied from end to end, being well braced. Thus the
floor is obstructed very little on account of posts.
The pits have stone concrete bottoms. There is
room en the ground for an extension of the half cir-
cle for the engine house as required.
The building is well lighted with windows and
skylights as shown. In its construction simplicity
and strength were the main points observed and in
rrangement Mr. Prescott thinks, and with good
reason too, that a high degree of convenience was
obtained.
PENDEYS THEOTTLE VALVE FOE LOCOMOTIVES.
The Cornish or double beat valve of Watthaslong
been almost universally used on American locomo-
tives. The difficulty with this form of valve is to
make it steam light, which is seldom or never done,
the work being laborious and tedious and therefore
costly. Should the perfection of workmanship be
such that the valve is tight when cold, yet when
heated by the stoam the difference of expansion be-
valve ojwns very close to the surface of the water in'
the boiler, which is a fruitful source of "priming,'"
and works great injury to the pistons and slide
valves. To prevent this in a certain measure "baffle
plates" attached to the stand pipes are resorti^d to, to
catch the water and throw it down again, but they
are far from being a cure, as an examination of the
Fig 2.
tween the valve body and valve stem will cause the
lower valve to be lifted from its seat, causing a leak
from the time it is first put into use, and from the
abrading action of the steam under high pressure it
soon becomes worse until an overhaul become sneces-
sary. Another fault of this valve is that the lower
valves will clearly show, t
one that is invariably at fault. The designs of valves
shown in Figs. 1 and 2 are intended to overcome the
above difficulties, and at the same time perfect the
balancing. They show the Pendry valve, made by
W. Allen Pendry, Detroit, Mich.
Fig. 1 shows the device on a dry pipe having the
usual goose-neck form. The valve differs from the
ordinary type, in that the lower vaive is closed and
formed into a plunger, the upper one only being used
to admit steam. The plunger has ports f through it
10 admit steam or air pressure to the cylinder in
48
THE RAIL^VAY MASTER MECHANIC.
March, 1890.
which it works. Its operation is as follows: When
the throttle lever is pulled out the rod G is lifted
and also lever D, which carries with it the small
valve a, its stem c, and eduction valve c', thus ad-
mitting Fteam at a, and closing eduction valve c'.
The steam now BUs cylinder d through the passage
around stem c, and everts an upward force on plun-
ger, B, equal to the downward or seating pressure
on main valve, ^-1, thus putting the whole valve very
nearly in equilibrium. A further motion of the
throttle lever opens valve A to any desired distance,
a reverse movement of the levers lowers lower vahe
3, .stem c and valve c', exhausting the steam rapidly
from the chamber d through ports Jf, and allowing
main valve, .1, to tall to its seat. The valve c' re-
mains open, and while running with valve closed,
should the engine be now reversed, the extra pres
sure in the dry pipe is relieved as it operates to lift
valve, A^ because it enters through ports / under the
plunger iJ, thus nullifying the plunger, and unbal
ancing valve 4; the pressure in the pipe in this in
stance .icting only to operate valve A the same a-, i
common check or safety valve between the pipe ;ui 1
the boiler and which opens by the collapsing sprnij
F, which can be set to any pressure.
Locomotive engineers adopted the heavy "goose
neck"' form of casting because the style of valve used
demanded it, although the loss by friction due to the
steam having to pass this right angle bend, particu
larly when working full throttle, was well known to
them.
Salionary and marine engineers have for many
years conceded that the "straight way" form of
valves had great advantages over all others and have
used them to the exclusion of all other kinds. The
form of valve shown in Fig. 2 is a "straight way"
locomotive throttle valve, the action being the same
as described in Fig. 1, the steam passing around the
plunger and its chamber as shown by the arrows.
This not only makes a lighter and more symmetrical
form but also reduces the friction incident to the
flow of steam through a right angle bend, as shown
in Fig. 1. The eduction valve in Fig. 2 differs from
that slfown in Fig. 1, but its action is the same. The
small hole F permits the escape of water of conden-
sation, and in this form of eduction valve allows a
straight reduction of pressure so that it can be
opened easily.
The Chicago & Grand Trunk and Detroit, Grand
Haven & Milwaukee have 1-50 of these valves on
their engines, some of which have been in constant
use for four years without a leak. The superintend-
ent of motive power and machinery of these roads
says they are just as tight as when first put on. and
we understand that all engines are equipped with
them as fast as they come in for repairs.
The following letter gives his opinion:
"tn answer to your enquiry about your throttle valves:
After two years' service it has proved itself admirably ad-
apted for locomotive uses, and I can thoroughly recommend
it. It has altogether stopped the trouble we had with leaky
throttles and when it requires grinding in it is a very sim-
ple matter, as it has only one face.
Yours truly.
H. RoBEKTM, Mechanical Sup't."
Mr. Roberts says that he puts on the straight way
valve altogether and has had no reason to change
his opinion since this letter was written.
Eipiring Eailro8d Patents, Febrnary, 1890.
(Furnished by F. H. Brock, patent attorney, tWJ F. s
Washington, D. C. These patents are now free to be ma
ufactred by any one. Copies of any patent furnished I
Mr. Brock at 15 cents.]
Lock for freight car doors, W. S. Brewster.
Car truck, W. Youmans.
Combined seat and desk for railway cars, W. C. Huffma
Snow plow, VV. Walker.
Railway tank feeder. A. Grochan.
Car Spring, G. Franklin.
Freight car, B. P Lamason.
Safety car truck, B. P. Lamason.
Railroad gate, J. Beamisdarfer.
Straightening railroad rails, L. J. Todd.
Railway track lifter, A. H. Arnot.
Safety hatch for cars, R. Listen.
Railway dust preventer, J, Welby.
Railway crossing, G. Elliott.
Rail joint, W. R. Clark.
THE STEEL TRUSS CAR WHEEL.
The steel truss car wheel, shown in our engrav-
ings, is offered by its makers as a wheel superior in
strength, lightness, durability and economy. Its
construction is well shown in the cuts. The wheel
.FUffJ. is composed of three princi-
pal parts, consisting of the
tire, .1, and two discs of cast
steel, -C, iJ, bearing sections
of the hub, C, C. The tire is
piOMded with a bevelled re-
taining ring, and the disc with
shoulders on their rim, 6, h,
(Fig 3) corresponding on the
inside with the shape of the
B I I Vb K' ooves in the tire, and form-
^ I 1^ mg on the outside the jieces-
^^ ■ "^ sary bearing surfaces to sup-
port the outer edges of the
tire The plan followed in
joining the tire and discs to-
gether is as follows: The tire
IS hist heated and shrunk on
the discs as shown in Figs. 1
and 3, which leaves a space of
_ . I about seven-eighths of an
■«■ inch between the inside shoul-
n dels of the hub sections. The
C B clamping shoulder of the
n discs are then forced into the
fl retaining ring of the tire un
JH der hydraulic pressure of
- B^ '''°'° ^ *" ^^ *°°*' ""''' *'"'
j] ^^ inside shoulderr of hub sec-
tions meet as shown in Figs.
2 and 4, thus forming an ab-
solute truss. After the wheel
is together, as shown in Figs. 2 and 4, four bolts are
inserted around the hub to prevent the springing of
the discs at center or hub, before the wheel is
pressed on the axle.
The inclined form of the groove in the retaining
ring on the tire, and the corresponding inclination
of the clamping shoulders on the disc, when forced
together by hydraulic pressure makes a connection
between the tire and center which will, it is claimed,
prevent slipping of the tire under the most severe
brake pressure that can be applied. In case of acci-
dental breakage of the tire, the retaining ring will
hold the broken section in place, and prevent further
damage.
The thickness of the disc proper is one-half inch,
and of the hub U inches. The wheels are applied to
the axles undera pressure of from 70 to "JO tons. The
tires are guaranteed for 260,000 miles.
An especial blaim for this wheel is that it is spe-
cially adapted on account of its elasticity, great
strength and absolutt_' ?aft_'ty. for r^ervict- on tine
coaches, locomotives tenders and fast freight, refrig-
erator, or palace stock cars. The wheel is made by
the Steel Truss Car Wheel Co.. room 408, Mermod
& Jaccard Building, St. Louis, Mo.
PERSOrJAU
Mr. G. R. Joughins has been appointed master me-
chanic of the Norfolk Southern road, having "charge of
rolling and floating equ pment." His office is at Berkley,
Va. Mr. Jouffhins was formerly masl3r mechanic of the
Erie & Huron Railway.
We regret exceedingly to learn of the death of Mr. Henry
Snyder, general manager of the Union Switch & Signal
Company. Mr. Snyder was a gentleman very highly
esteemed, not only in commercial circles, but among rail-
way men, with whom he had had dealings for years.
Thoroughly capable as a business man, well equipped with
technical information, and possessed of a hearty and genial
disposition, it was always a pleasure to meet him, either in
a business way or socially. His loss will be be deeply felt.
Mr. Wm. H. Turner, superintendent of the New York
division of the New York, New Haven & Hartford, died
January 31, of heart failure, after a short attack of pneu-
monia. Mr. Turner's career as a railway man was inter-
esting. At the age of IS be entered the freight office of the
Norwich & Worcester, at Worcester, under his brother, C.
S- Turner, agent. Here be gained a thorough knowledge
not only of station and yard work hut of transportation as
well, as he was often sent on the road in charge of trains.
His brother being called to the Worcester & Nashua (of
which he afterward became president) William was ap-
pointed agent, taking his instructions from P. St. M. An-
drews, to whom, in later years, he was to give instructions
as general superientendent. From this position he was, in
1871, appointed superintendent of the Portland &; Roches-
ter road. Four years later was made superintendent of
what IS now the Air Line division of the N. Y. N. H. & H.
R. R. In '77 he again entered the service of the Norwich
& Worcester (which in the meantime had become a division
of the New York & New England) as agent of their boat
line, the Norwich & New York Transportation Co., at New
York. When the N. Y. & N. E. passed into the hands of
receiver Clark, he called Mr. Turner to the superintendency
of the eastern (and most important) division, to check the
demoralization of the employes, to secure safe and prompt
movement of passengers, restore confidence in the road
and at the same time to enforce the most rigid econor y in
his department. The appointment proved to have been
well made and in six months Mr. Turner was promoted to
the office of general superintendent. The subsequent
change in the condition, reputation and prospects of the
property was very largely due to his conservatism, strict
economy, the attention he gave to the comfort and safety
of the travelling public, and to the harmony and loyalty lie
established in all grades of the employes. He left the N.
Y. &N. E. May 1, 1887, at the call of Mr. Clark, then pres-
ident of the N. Y. N. H. & H., to take charge of its New
York division, betv/een New York and New Haven; the
busiest and most important piece of track in New England.
To this position also Mr. Turner's ability proved equal, but
a never resting application to his duties, and his strong
sense of responsibility, so wore upon him as undoubtedly
to hasten his death. Mr. Turner's early life and training
on a New Hampshire farm showed itself in his splendid
constitution, manly bearing, self-reliance and sturdy com-
mon sense. While beloved by his associates in official
station, he was scarcely less popular with his men. His
character was an inspiration to those who knew him best,
and the true greatness of this man among men lives on in
We regret to learn that Mr. Chas. Blackwell has left the
railroad service, being now with Shoenberger & Company,
ihe well known Pittsburgh iron and steel firm. Mr. Black-
well had been of late with the Toledo, St. Louis & Kansas
THK RAIL^VAY MASTER MECHANIC.
City Ry. as assistant superinl«DdeDt. but is better kaown
through his long connection with the mechanical depart-
ments of the Central of Georgia, Norfolk & Western and
other roads. The mercantile world gains an able man by
this change.
The railroad service loses another good offlcer in the re-
tirement of Mr. H. Tandy, who last month resigned the
position of superintendent of motive power of the New
York, Ontario & Western, and who has become assistant
superintendent of the Brooks Locomotive Works.
Mr. George Hackney, superintendent of motive power of
the Chicago, Santa Fe & California, has resigned, and the
jurisdiction iif Mr. Harvey Middleton, superintendent of
motive power of the Atchison, Topeka .& Santa Fo, has
been extended to include Mr. Hackney's late duties.
We learn that Mr. W. T. Small, superintendent of mo
tive power of the Northern Pacific is seriously ill with a
complication of pleurisy and pneumonia. His many friends
are hoping anxiously for an improvement in his condition.
THE FEBRUARY CLUB MEETINGS.
THE NORTHWEST RAILBOAD ULTJB.
on Axles for Heavy Tenders.
The following paper was read at the February
meeting of the Northwest Club by Mr. W. H. Lewis,
of the C, B. & X. We are compelled to omit the dis-
cussion.
At the last meeting of the Northwest Railroad Club, the
circular of the committee of the Master Mechanic's Asso-
ciation on the subject of axles for heavy tenders, was dis-
cussed informally; and it was thought desirable to present
this as a subject for discussion at this meeting, and I was
requested to introduce the same. I will therefore endeavor
to elucidate my preference of the proper form and propor-
tions for same.
We will tirst consider that an axle for this purpose is ex-
pected to bear, which, according to the explanations of the
committee, should be for a tender with a water capacity of
3,80U gallons, and 16,000 lbs. of coal. The weight would be
as follows :
Water, lbs 29,480
Coal ; 15,000
Dight weight of tender 28,500
Total 73,980
DtHluct weightof wheals and axles t).4U0
Weight on axles 6T.580
We find the total weight carried is somewhat less than
that of cars of 6i->,U00 capacity, and we will therefore assume
that the general dimensions adopted by the M. C. B. Asso-
ciation for cars of that capacity are ample.
Our company has 15 locomotives with tenders of the ca-
pacity and weight given above, that are being carried on
an M. C. B. standard axle, size 3;'iX* in. journal.
The question was asked at our lasr meeting, why is it
necessary to increase the length of journal from 7 toS in
I will endeavor to answer this; and to make the matter
plain, will call your attention to the laws of friction, as fol-
lows; The measure of friction is independent of the ex-
tent of surface in contact, the pressure and the conditions
and character of the surface being the same It is also
independent of the velocity of continuous motion.
Experiments have been made with different metals and
with pressure increasing up to the limit of abrasion, which
show that the above are not universally true. Even if the
pressure producing abrasion is not reached, it may oe so in-
tense as to force out the lubrication and produce abrasion
and heating.
It has been demonstrated by practice that the measure of
contact should not exceed a pressure of 300 lbs. per sq. in
of bearing. For the weight of heavy tender given above
with a journal .3;\' in., the weight per sq. in. is 301 lbs.,
while with a 4xS bearing with an area of bearing surface of
3-2 sq. in. the pressure is 26375 lbs.
Ib view of the fact that the M. C. B. Association has
adopted an axle for 60,000 lbs. capacity cars. I would
recommend that we conform as nearly as possible to that
design, with the exception of the diameter of journal, dust
guard and collar, which I would recommend to be 4 in., 4?^
in. and 4,Th in. respectively. This would in no way inter-
fere with the inlerchangeability of either new or old stand-
ard, if desired, with the exception of a slight difference in
the bearing when used in place of the 40,000 lbs. capacity
standard axle.
Experience has demonstrated that the strength of a 4 in.
diameter journal is ample, and, according to "Trautwine, "
is capable of sustaining a load of '201 tons with a
fulcrum of 6 in., or 199 tons with a fulcrum of V2 in. ;
or, in other words, the factor of safety is 25, which
is very largely in excess of any requirements in practice.
In this connection I wish to call your attention to the
slight ratio of increased pressure between a ful-
crum of & and 12 in. Many master mechanics
have opposed the increase of the length of jour-
nals from 7 to ^ in. on account of what they
termed the increased leverage of the journal, 'i'et we see
from the above figures that the decrease in the breaking
power was only four tons or 4 per cent, of the total, which,
reduced to the actual increase of bearings from 7 to "S
inches, represents a small increase in this direction.
I will therefore recommend that the dimensims asked
for in the circular of the committee of the Master
Mechanics' Association be as follows:
1. Are you in favor of an axle for heavy tenders with or
without end collars f A. With collars.
2. If in favor of an axle with end collars, please give fig-
ures for the foUowinET dimensions;
A. Diameter of end collar. A. i}^ in.
B. Diameter of journal. A. 4 in.
C. Diameter of dust guard seat. A. iJi in.
D. Diameter of wheel seat. A. 5\ in.
E. Diameter of center of axle. A. 4."< in.
F. Length of end collar. A. % in.
G. Length of journal. A. t> in.
H. Length of dust guard seat. A. 2 in.
I. Length of wheel seat. A. 7'4 in.
J. Length from center to center of journal. 6 ft. 3
K. Length of axle over aU. A. 7 ft. '4 in.
3. If in favor of the collarless axle, please give
mensions as above except the A and F. Also kind
stop and manner of fixing the same.
4. Which one of the three forms in use of form (
r>etween the wheels do you approve? And why;
What is the limit of journals per square inch of cc
^. 300 pounds.
THE WESTERN RAILWAY CLUB
Diacassion
Steel in Car Construction.
At the February meeting of the Western Railway
Club Mr. E. W. McK. Hughes read the following
paper on
THE USE OF SOLID PRESSED STEEL IN CAK COXSTIUTCTIOX.
fulfillment of my promise made at the last meeting, in
liable (
.he various points which have a d
nency on car construction, as well i
ligns for that purpose.
construction can only be effected and
made successful provided it fulfils three main conditions;
In the first place, greater simplicity in construction than
previously; in the second, greater economy either in manu-
facture or maintenance, or in both; add to these, decreased
weight, increased strength, and a reduction in parts mak
ing up the whole. I do not know of any invention of late
years that so meets with all the requirements to achieve
success as pressed steel in locomotive and car construction.
A solid pressed steel plate is produced complete and perfect
of sufficient rigidity, transversely and longi-
s to do away with the use of angle irons, and
le weight and cost of manufacture.
snger and freight truck dia-
composed of very few parts.
ludinally, so
thus reduce t
Take for e:
grams before us. They
and of one single material, which possess complete
geneity, and uniform strength throughout, the quality of
which is guaranteed by the shape it is pressed into. These
trucks, therefore, cannot but be more serviceable, while
they possess much strength and endurance in service. The
system also possesses the recommendation of enabling the
various parts to be replaced in facsimile an indefinite num-
ber of times with the certainty of perfect intercbangability,
thus reducing the labor in erection at the first start, and
subsequent labor in maintenance and repairs. Besides
this there is the additional advantage, that, in the case
of injury by wreckage, the parts are capable of being re
stored to their original form at a small cost; and if so badly
injured as to be past repair they are valuable scrap.
Having alluded briefly to a few of the many advantages
to be gained in these productions, I will next proceed to
describe by the aid of diagrams and models, the different
styles of trucks for passenger and freight service. Com-
paring them with the hitherto built trucks with channel
bars, angle irons, truss rods and bolts augmented with cast
iron, malleable castings and wood, a great contrast is
afforded by the simple, elegant and uniform shapes of the
Dressed steel trucks.
I will now proceed to notice the practical and commercial
considerations bearing on the subject of pressed steel. One
of the most important desiderata in connection with car
construction in these days of low tariff rates is lightness.
Pressed steel goes direct to this point, as it reduces dead
weight to be hauled. I cannot better demonstrate this argu-
ment than by reference to actual forms now in the room , I
mean these center plates. They vary in weight according to
design.as do the original cast plates they replace. In sample
No. 1 we have a pair of steel plates weighing '27 lbs., which
have been used to replace cast metal plates weighing i:i»
lbs. ; sample No. 2, weigh 45 lbs. and replace I6'2i.. lbs.
All these samples will carry the heaviest cars in service,
so I will take the first alluded to, which gives a saving of
•222 lbs per car, or a total saving per train of 30 cars of no
less than 6060 lbs. saved by the use of this small portion of
a car.
Going further, and taking a whole truck, we will see t
advantage gained in weight. The passenger truck, d
gram No. Ill, weighs 73:3a lbs. I would take the average
weight of an ordinary 4-wheel passenger truck of the pres-
ent day at about si'^6 lbs., giving an advantage to the
pressed steel truck of about 947 lbs., or a total saving in
dead weight to be hauled in a train of six cars of abju
11,364 lbs.
We next come to the freight trucks. The truck shown
in diagram No. 16 is designed to replace an ordinary rigid
bolster truck of the diamond t.vpe. It weighs 4600 lbs
against a composite built truck of rigid bolster form whic
may be taken at 5200 lbs., which would give a car mounte
on steel trucks the advantage in weight of 1'200 lbs., or on
a train of 30 cars, .36,000 lbs.
Diagram No. 146 illustrates a novel form of freight truck
We have nothing to compare it with, unless we take a pas
senger truck, for in this case we are offering for freigh
service a truck that might, and will, carrv a passenger
coach. The object aimed at in this truck has been to re
heve it of the severe concussions that are delivered on the
truck with a journal box rigid in the frame. This point is
attained, as will be seen by placing the springs in the side
frames and conveying the load through them to the jour
nals direct, by the introduction of equalizers.
This truck can be built either with or without end sills
We may compare it for weight without ends, 10 a diamond
truck. It is estimated to weigh 5115 lbs., and the weight
of a diamond truck to carry the same load (00,000 lbs.) may
be taken at 52(6 lbs. Thus we have 90 lbs. in favor of the
steel truck which is carrying equalizers weighing 280 lbs.
In other words, we have a truck for freight service in
which are conUined portions that at the present time only
ist in passenger service, and yet the weight is less by 90-
s. than the ordinary rigid bolster diamond truck.
Economy in maintenance is arrived at by the use of
pressed steel in car construction. A standard design hav-
ing been fixed upon, each part can be produced an indefip
ite number of times with perfect exactitude. Spare pans
therefore be held, and i
ments effected without
delay. This is a very valuable point in the use of such ma-
terial, and the further we get to a standard throughout the
country, the more valuable will be the use of our pressed
steel forms. Another important feature in these trucks is
their elasticity, which no other form possesses to such an
extent. A frame having a high degree of elasticity cannot
possibl.v destroy itself, as a rigid built one will. We can-
not have action without reaction and when a shock is im-
parted to a pressed steel truck, the blow is distributed uni-
formly throughout the frame, and owing to the high elas-
ticity of the whole, each part takes its own share, and thus
relieves the jar. In a rigid frame however, such a shock
would naturally cause far greater deterioration than in the
more elastic frame.
If the whole train is made up of such elastic trucks, it is
capable, after receiving a shock, of giving it back again.
nder such circimistances little
have closely watched the effects of elastii
ing 1 "
bad roads and have been
astonished at the ease with which they worked.
Wrought steel has worked a marked change in the con-
struction of ships, bridges, and the buildings we live in,
and I trust 1 have so far suciM^ded in demonstrating that
solid pressed steel is about to make a practical improve
ment in car construction.
The paper was verj' fully discussed.
A brief talk on valve motions followed, the Wil.son,
Grime and Clark motions being explained. The
committee on puhlie^tion of proceedings reported rec-
ommending that reports be withheld from the pre"?
that the verbatum notes be revised by the secretar
and submitted to the speakers for approval, and
published exclusively in the club I'rocecdings.
Action was deferred until the March meeting. At
the next meeting the club will discuss "The inter
THE RAILV/AY MASTER MECHANIC.
March, 1890.
change ™le3,'" and "The best method of balancing
tie reciprocating parts of locomotives."
ITEW EHGLABD EAUBOAD CLUB.
on Car Wheel Contracts.
The New England Railroad Club met in Boston,
Wednesday evening, February I'J, President Rich-
ards occupying the chair. He announced as the sub-
ject for discussion "The Master Car Builders' Asso-
ciation Form of Contract for Chilled Car Wheels."
Mr. .Tohn N. Lauder of the Old Colony Railroad
opened the subject. From his remarks we extract
the following:
The subject which has been presented for discussion
to-nii,'ht, I think is a matter of a jrood deal of impor-
tance to the railroads of the country. It was agi-
tated and talked up pretty thoroughly two or three
years ago by the wheel makers and the "representative
associations of the railroads. Action was taken at
that time, but there never has been, to my know-
ledge, any organized effort to put into effect any
of the principles discussed and agreed upon at that
time, as a good system of contract for car wheels.
The reputable wheel makers several years ago
formed an association to devise ways and means, as [
understand, to protect themselves in some degree
against what might be called illegitimate wheel manu-
facture. It is a fact well known by railroads Ibat a
Jirst-class wheel made by a reputable manufacturer
costs in the neighborhood of $10, and cannot be pro-
cured for much less with proper material and work-
manship put into it. We also know that wheels have
"been sold to some railroads at prices very much be-
low that, very much below what would produce a
safe and good wheel. Now the problem is how to
protect the railroads and the honest manufacturers
of wheels against these cheap productions. You may
tie the car builder up as tight as you please with
specifications, but unless you actually specify the
make of the wheel it will do very little good.
Now the Manufacturers' Association, in order to
have a full understanding of the matter and to get
the experience and judgment of the railroad men,
or in other words the wheel users, called upon the
two national organizations, the Master Mechanics'
Association and the Master Car Builders' Associa-
tion, to appoint committees to meet with the wheel
manufacturers, to see if they could formulate some
plan by which both parties could be protected
against these cheap wheels. They finally
formulated a system of specificat.ons and
costs of wheels and a form of contract that it was
Tielieved would be just to the wheel makers and the
railroads, and at the same time furnish an incentive
to The makers to produce a better wheel.
This report was adopted by the Master Me-
chanics' Association and Master Car Builders'
Association. Why, since then, there has not
been an effort to push this matter by the wheel mak-
ers, I cannot say. Its adoption by letter ballot makes
it one of the standards adopted by the Master Car
Builders' Association. A standard adopted by that
association is not binding on any railroad, but it has
amoral binding force which ought to be regarded,
and purchasing agents would do well to consider this
matter carefully, and I think they would come to the
same conclusion that the mechanical men have come
I think the railroads would receive benefit by mak-
ing contracts under this system which I have pre-
sented, and they would get belter wheels; the system
would give the wheel makers an incentive to make
the best wheel they could, even if the price they got
for the wheel was very near the cost price. If they
make a wheel that exceeds the guaranteed mileage
they get paid above that mileage, according to the
excess; so they have an inducement to construct a
wheel that will make a large mileage. The objec-
tion may be made that it is an easy matter to get a
wheel that will give a large mileage, but such a
wheel may be very unsafe to run. That matter is
provided for by the system of tests which are in-
tended to go with this form of contract.
As to methods of settlement, I think this system
provides the simplest possible way of settling with
the wheel maker. For instance, you contract for a
wheel tor $10, and the maker guarantees .50,000
miles; now, if the wheel has made 60,000 miles when
it is scrapped, you simply credit to the maker the
extra 10,000 miles; if it has made 45,000 miles you
charge him with 5,000 miles. A large mileage is
profitable to the railroad, because it saves detention
of cars in changing wheels; it costs, perhaps, $3 to
shift a pair of wheels.
Mr* Lauder here read a paper prepared by
Mr. W. W. Snow, a prominent wheel maker, from
which we extract the following:
We refrard the omission of wheels removed be-
cause of sharp flanges from the list of those for which the
maker is not responsible, as very severe, and we think
there is apt to be much controversy on this point. A very
large proportion of sharp flanges is due to other causes
than the quality of the chill on the \vheel. At a recent
meeting of the Wheel Manufacturers' Association the Mas-
terCar Builders' report was under consideration, and it was
recommended by that association that where wheels are re-
moved for sharp flanges the flange should be bronen. and
if the fracture shows a good bright chill itshall be evidence
that the flange wear was produced by other causes than
those for which the wheel maker is respansible.
Referring to the proposed settlement, we would suggest
that the form or table given on page S(j of the master car
builders' annual report is somewhat misleading. This
table represents the comparative value of, or difference be-
tween, high and low priced wheels. It is not a table by
which settlements can be made, as it places no value on the
old wheel. To place the matter in its proper light we would
suggest a careful consideration of the relation of the scrap
value of a wheel to the price of a new wheel. We find
there are two items of value in a wheel. One is the scrap
value, which must always be recognized in the new wheel
as well as in the old ; this value is always about 4.5 per cent.
' ",he new wheel. The other item of value is
thes
iof t
To illustrate s
Cost of wheel
S^rup value. 45 per <
Service value
This surface value — $5o0— is guaranteed to equal t;
the user to be 1
It is quite evident that this 9 1-fi cents per 1,000 miles of
service should be the basis of settlement for a wheel cost-
ing $10, and the table as presented in the report should be
adjusted to the facts as already shown.
METHOD OF COJIPCTIXH COST OF WHEEL SERVICE, AS SUG-
GESTED HV TUE WUEEL MAKERS' ASSOCIATION.
In adjusting the price at which a scrap wheel should be
charged back to the maker, either for the purpose of charg-
ing the short mileage or crediting the excess over the
guaranty, it is understood that 45 per cent, of the price at
which the wheel is sold would represent its value as old
material, and 55 per cent, would represent the actual cost
to the railroad company.
Now, suppose, for illustration, that a 33 in. passenger
car wheel, weighing from 550 to 5fiO lbs., and guaranteed
for 60,000 miles service, is sold for $11. When that wheel
is scrapped, 55 per cent, of its first cost, or $605, is charged
back to the maker. As an offset to this charge the maker
receives a credit for the service that the wheel has per-
formed. On the foregoing basis of price the rate of ci-edit
is ascertained by dividing $605. the actual cost of the wheel
to the railroad company, by 60,000, the guaranteed mileage
—making 10 083 cents per 1,000 mile of service. At this
rate, if the wheel made but 50,000 miles, the maker's credit
would be 50 times 100S3 cents, or $504. As the wheel cost
the railroad company $6-05, according to the terms of the
Id have to pay the difference "
tween $6 05 and $5 W, the
of service performed,
Any excess of mileage that the railroad company had to
pay the -wheel maker would be computed on the same basis.
Mr. Marden — I believe that the best wheel that a
company can buy is the cheapest wheel for it to use,
and if it actually costs $10 to make a good wheel I
don't believe that a railroad company which buys
one for .$8 is going to get a good wheel.
I can hardly agree with Mr. Lauder as to the stand-
ards adopted by the association. Since the reorgani-
zation of the Master Car Builders' Association and
the appointment of representative members by the
different roads, who are authorized to cast the votes
of the roads they represent — I believe when such
votes are cast, or when a letter ballot is taken, and a
standard adopted, it really should be binding, and I
believe it is binding on the roads to use that stand-
ard, as far as practicable, on the rolling stock they
own. I hardly believe in admitting that a s'andard
adopted by the Master Car Builders' Association
ought not to be binding.
Mr. Shinn— I think one point has not been brought
out sufficiently, and that is the real cost of changing
wheels. We have to consider not only the actual
expense of making the change by the woi'kmen, but
also the cost of bringing a car with a bad wheel
back to the shop, which may be a hundred miles
distant, and the detention of the car, sometimes for
days and perhaps for weeks, say at an expense of .50
nts per day to the railroad company. Now, if the
'erage expense of changing a wheel is $:J'.50 to any
company, that $250 is a fixed charge and cannot be
left out of the account.
Mr. Lauder— I don't think we need trouble our-
selves very much in regard to the matter of the cost
of changing wheels; it is a thing that will regulate
itself.
Mr. Adams — It would be a benefit to the railroads
if we could drive the cheap wheels out of the mar-
ket, and the makers out of the bussness. The fact
that steel wheels run so much longer than iron ones,
and do not have to be changed so often, as well as
being so much safer, is a strong argument in their
favor. It is a very poor steel wheel that will not
make 7.5,000 to 100,000 miles before it requires turn-
ing, and we have a good many in our cars that have
gone 1-50,000 miles without turning, and a number
that have gone over 200,000 miles. I think it is
doubtful if the system proposed for buying wheels
will come into general use.
Mr. Nye— If a wheel maker agrees to furnish a
wheel 33 inches in diameter, weighing 600 pounds,
and guarantees it to run 50,000 miles, and it runs
49,000 miles, he should have pay for the mileage
it has made, and you can sell your wheel for what it
is worth; but the roads says it wants anew wheel
Iti place of the old one, which I think is very unjust;
it ought to pay for the work that the wheel
has done on "the road. I believe that the
mileage that a wheel does not make under the
guaranty should be charged to the maker, and the
mileage that it makes in excess of that guaranteed
should be credited to him.
Adjourned.
The subject for discussion next month will be,
"Freight car couplers."
The advantages of steam heat over the (
stove for heating cars has been strongly shown up
by a notable series of accidents occurring within re-
cent months. We may cite a few instances to illus-
trate this, the accidents referred to being of recent
date: A Chesapeake & Ohio vestible train was
wrecked and 10 persons were killed and about a score
injured. As the cars in this train were heated by
steam, fire did not break out, and a terrible holo-
caust was thus undoubtedly avoided, because it was
several hours hefoi-e the p'assengers were extricated
from th<_' uiir,,. A I . > , nt railroad accident at Pitts-
burgh, l':i - :; man being burned to death
by the tin ■, ,1 the wreck. A Northern
Pacific [>:i>-. [ Li ■yi'ii \\a^ badly wrecked and the
baggage car caut;hl lire; fortunately the psissengers
were pulled out before being burned. A Union
Pacific train was wrecked and two mail cars
and the baggage cars burned, the sleepers being also
badly bur. all. la Mii-- case, also, the passengers
weregott. (1 (•■ a n i lu i,> save them from the hor'
lorsof l>ui; _ aie but a few of the recent
oocurrcar. - .: - , . ^oiag to show the need of
steam heat ••u (.;; i,:.--,!i-er trains. The Chesapeake
& Ohio accidciil tliat wc spoke of, sad as it was,
would undoubtedly been even more horrible had it
not been that it was heated with steam, the cars be-
ing equipped with the apparatus of the Consolidated
Car Heating Co.
SUPPLY TRADE NOTES.
—The Adams and Wesllake Company have in connection
with their other business begun the manufacture of brass
bedsteads at their works, bounded by Ontario, Franklin,
Ontario and Market streets, Chicago. They will produce
a superior quality of work, adopting throughout the En-
glish sysLtm of construction and finish, employing expert
English mechanics trained to the business, and importing
the necessary material direct from Europe. Their bed-
steads, they announce, will be superior to any hitherto pro-
duced by American manufacturers, and in point of finish
as well as mechanical excellence will be guaranteed to be
the equal of any ever imported. They are prepared to ex-
hibit samples showing the character of thpir work, and
will shortly be able to supply catalogues of designs and
—Jenkins Bros, aunounce a considerable reduction in the
prices of their well known valves.
—The Tripp Manufacturing Co., of Boston, who are the
sole manufacturers of the celebrated Tripp anti-friction
bearings and Tripp's metallic packing have removed to 180
Summer street, where they have elegant offices. Their
rapidly increasing business necessitated the change.
—The American Sieel Car Wheel Company, of Boston,
have removed to new quarters, now occupying offices in
New England Building, No. ISO Summer street.
—The number of Hale & Kilburn car seats of the latest
design now in use is very close to 30,000. The success of
this seat has been simply remarkable.
—The Billings & Spencer Company, of Hartford, Conn.,
now makes U7 different styles of wrenches, besides drop
forgings in almost endless variety and of the highest finish.
—The Standard Car. Coupling Company is supplying im-
proved Dowling couplers for the New York Central, Mer-
chants' Dispatch and Eastman heated freight cars, amount
ing to IGOO cars altogether.
—The Adams Express Company has arranged to operate
Burton horse cars on the Pennsylvania Hues between New
York and Chicago, in passenger train service. Twenty-
five cars to be used in this service are being built by the
Burton Car Company at Wichita, Kan.
—The Deoxidized Metal Company, of Bridgeport, Conn.,
has a very large and profitable business in furnishing "di-
gesters" for wood pulp paper mills. The de-oxidized metal
rings which it casts for these digesters are lU feet in dia-
meter. It has tfie entire control of this business. The
company, however, does not neglect the car journal bear-
ing field and its car brasses are making excellent records.
—A train of 15 Eastman heated cars recently made the
trip from St. Paul to Boston, loaded with potatoes. During
part of the journey the cars passed through a region in
which the temperature was '20 degrees below zero. The
Eastman apparatus, however, maintained a uniform heat
within the cars of about 50 degrees, and the potatoes
reached Boston in perfect order. Over 1500 of these cara
THE RAILV^AY MASTKR MECHANIC
are now running, and their absolute reliability has been
proven in hundreds of instances.
— The Springfield Emery Wheel Manufacturing Company
has opened occupied a new and almost limitless field in the
the use of emery wheels for shop work. Perhaps no manufac
turing concern in the country has brought out so many new
and useful machines during the last five years as have been
designed and built by this concern. Several special ma
chines made by this company have been illustrated in the
Kailway Mast2k Mechanic, but those were only a few of
the many which have been designed and successfully applied
to special uses. The company expects to occupy its new
shops at Bridgeport, Conn., before May 1. Its quarters at
Springfield, Mass., have long been over crowded.
—The Adams & Westlake Co., of Chicago, have issued a
circular calling attention of those who use steel guard lan-
terns the advantages of one-piece and one piece bottom Ian.
terns instead of the old three-piece top patterns. In the
one-piece lanterns the tops and bottoms are drawn from a
single piece of heavy tin plate. They also point out the ad-
vantage of using lanterns in which the ears to which the
bail is attached are a part of two of the upright guards and
not separate pieces ; and they urge that a regard for ali
these points will reduce the consumption of lanterns and
insure a smaller annual outlay.
—The Chicago and West Michigan is determined not to
be outdone in comfort and elegance for its passenger travel ;
it has just placed an order for six new coaches, for which
are specified " the new Scarritt" seat. This is the same
equipment which the 0. & A., Big Four and I. & G. N.
have recently ordered.
— George Westinghouse, jr., and C. H. .Tackson. president
and vice president of the Standard Car Heating and Ven-
tilating Company, of Pittsburgh, have become directors
and large shareholders in the Consolidated Car-Heating
Company, of Albany. The interests of the Pittsburgh
company are thus consolidated with the Albany company,
which, by the arrangement, greatly extends the field of its
operations and becomes the owner of an additional number
of valuable patents and improved devices for heating and
ventilating railway cars and lighting such cars by elect-
ricity. Automatic regulation of heat, which will obviate
the complaints of the variable temperature of steam heated
cars, is also secured by an attachment to the air-brake
cylinder with which all cars are alreaay equipped. Sev-
eral of the features of the heating systems of the Standard
company have lately had considerable trial upon the Penn-
sylvania and Baltimore & Ohio roads with favorable
—The Link Belt Machinery Company issue an handsome
catalogue, giving illustrations and description of the vari
ous forms of link belts made by them and also the many
uses to which their belts are put in handling material in
bulk and in packages.
—The Pond Machine Tool Company, through its selling
agents. Manning, Maxwell & Moore, ll:i Liberty street.
New York, has received an order from the ordnance de-
partment of the United States government for 10 large
lathes, for the work of turning, boring and finishing guns
of S tola ins. caliber. The contract amounts to #247,S00.
The time of delivery extends over a period of about three
years, which enables the Pond Machine Tool Company to
Uko care of its regular work promptly, and does uot ma-
terially reduce the production of its shops for regular rail-
road and machine shop trade.
—The Hubbard car seat cushions, made by the American
Car Seat Co., 300 to 3()fi Deaborn street, Chicago, are of
notable excellence in point of spring action and durability.
The delicacy and perfix-tion of elasticity of these seats has
been known for some time, but the objection against their
use has been their high cost. The company has, however,
by improved machinery, overcome this objection and can
hereafter furnish the cushions at prices that will be satis-
factory to those desiring a superior article.
—David Russell has been made superintendent and H.
Tandy assistant superintendent of the Brooks Locomotive
Works, at Dunkirk. Mr. Russell was formerly assistant
superintendent. Mr. Tandy recently resigned the position
of superintendent of motive power of the New York, On-
tario & Western to connect himself with the Brooks Works.
—The stockholders of the Illinois Steel Company met at
the offices of the company in the Rookery building on the
13th instant and elected Jay C. Morse president. The old
board of directors, executive committee and officers were
re-elected with the exception of the treasurer and secretary
and assistant secretary, both of whom declined office. Their
places were filled by the choice of J. C. Stirling as acting
treasurer and B. W. Perkins as acting secretary-. The com-
pany gives out the following report : The total value of
finished product shipped in the eight months of 1SN9 after
its organization was J15,275,.V39 ; the company received a
total of 2,(>»S,6S8 tons of raw material and shipped over .tOO,-
000 tons of finished products ; the toul pay-roll amounted
to $3,660,SS7, and the purchases of miscellaneous stores and
nted
fiO:!.
supplies of all kit
received SS,554 cars of material and shipped 40,y.'i4 i
there were employed directly at all the works on an a
age per day S,3I!0 men, besides the employment given
rectly to an additional force in the production of coke,
iron ore, limestone and other materials.
THE OFFICIAL RAILWAY LIST,
Changes for the Month of February, 1890.
Alamama MiiiLANU.- H. Miller to be general freight
agent, at Birmingham; C. M.Craig to be chief engineer,
viC3 H. A. Schwanecke resigned.
Atchisox, Toi'EKA & Santa Fe.— Geo. Hackney super-
tendent of machinery lines east Missouri river, resigned ;
jurisdiction of Harvey Middleton extended to cover Chi-
Ballimore & Ouio.— Geo. T. Jarvis to be superintend-
ent Ohio division, vice R. T. Devries, resigned.
Baltimore & Ohio Soithwestekx.— John E. Rose to be
superintendent; O. P. McCarty to be general passenger
agent, vice C. K. Lord.
BrRLlSGTiis & MissocRl Rivek.— E. F. Highland to be
assistant superintendent Cheyenne line, vice J. R. Phelan,
appointed superintendent Black Hills division.
Chicago & Alton.— D. Bowes to be general western
passenger agent, at St. Louis, vice S. H. Hunt, deceased;
A. Hilton to be general agent at St. Louis, vice Bowes,
pi-omoted.
Chicago & Eastern Illinois and Mackev System.—
The following changes took place March 1 : Vice president
and general manager O. S. Lyford, of Chicago & Eastern
Illinois and Chicago & Indiana Coal, relieved of duties of
general manager. George (J. Kimball, second vice presi-
dent of same roads, resigned and position abolished.
George W. Saul appointed general manager of both sys-
tems, with "headquarters at Chicago. D. R. Patterson,
general superintendent C. & E I., made general superin-
tendent of both systems. S. H. Spooner, general attorney
for Chicago & Eastern Illinois and Chicago &. Indiana Coal
resigned, and W. H Lyford, promoted to the position, with
title of general solicitor for all lines in the combination.
S. H. Miller, chief engineer; E. P. Dawley, assistant en-
gineer, and James Strong, general roadmaster of the Chi-
cago & Eastern Illinois and Chicago & Indiana Coal re-
signed. an<J the positions consolidated into one, to be filled
bv F. H. Baldwin, with title of chief engineer and superin-
tendent of maintenance. W. G. Brimson, trainmaster of
Chicago & Eastern Illinois, resigned and office abolished,
the duties of W. S. Page, superintendent of transporlation
of the Chicago & Indiana Coal R., extended to cover Mr.
Brimson's duties. P. W. Drew, superintendent of tele-
graph of Chicago & Eastern Illinois and Chicago & Indiana
Coal, resigned and position abolished. The duties will be
performed by F. H. Van Etten, chief train dispatcher of
the Chicago "& Eastern Illinois, and J. E. Mathers, chief
train dispatcher of the Chicago & Indiana Coal R. G.J.
Grammar, traffic manager of Peoria, Decatur & Evans-
ville, becomes traffic manager of ali roads in the combina-
tion with headquarters at EvansviUe. H. A. Rubidge,
secretary and auditor of Chicago &, Eastern Illinois and
Chicago & Indiana Coal, is made secretary and auditor for
the consolidated system. Title of freight traffic manager P.
Davis, of the Porter roads, changed to general freight
agent of same part of new system. E. O. Hopkins, general
freight and passenger agent of Peoria, Decatur &, Evans-
viUe, transferred to general freight agent of same road and
EvansviUe & Terre Haute and EvansviUe & Indianapolis
ST Michigan, Detroit, Lansing & Noii-
inaw Valley fc St. Loiis.-J. B. MuUi-
kcn, vice president and general manager, resigned; C. M.
Heald to be general manager. ■
Chicago & Northwestern.- E. F. Potter to be chief
engineer Dakota Central division; H. R. Sanborn to be
superintendent bridges and buildings above division, vice
Potter promoted .
Chicago, si Th i ,v i: . -\- City.— J. Berliogett, ap-
pointed supirir, ' ■ II Miines and St, Joseph divi-
sions, vice \V i: - M il ; O. Cornelsen to be chief
train dispaich' i; : n promoted.
Chicago, Mm ,i i-i .\ St. Paul.— John E. McClure,
western passenger air.iil, at Denver, deceased.
Central ok Georgia.— John C. Calhoun elected vice
president.
Central New England & Western. -F. M. Rand to
be auditor and division superintendent, vice R. P. Martin,
resigned.
Clevelanii, Cincinnati, Chicago & St. Loiis.— Robert
Blee, general superintendent, resigned.
Georgia PAriFu.- H. C. Ansley to be auditor, vice J. E.
Starke, resigned.
Git.vNii TarNK. John Burton tobegeneral freight agent,
vice Thomas Tandy, deceased.
Hot ScRiNfj.s.- L. D. Richardson to be superintendent
and general freight and passenger agent.
Illinois Central.— John Dunn to be assistant to presi-
dent; N. D. Wiggins to be assistant superintendent Louisi-
ana division, at New Orleans.
Iowa Central.— Russell Sage elected president, vice A-
B. Stickney, resigned.
Little Miami.— Frank J. Jones elected to succeed Henrv
Hanna as president.
LniiLviLLE, New Alranv & Chicago.— J. O. Ewan to
be superintendent of transportation, vice E. L. Ryder,
resigned.
Manhattan Elevateil— Robert I. Sloan, chief engineer,
resigned, to take similar position with Chicago South Side
Rapid Transit Company.
Mexican Central.— H. A. Vaughan to be superintendent
Guadalajara division, vice C. E. Halbert, deceased.
CnicA
division superin-
I manager i
L. Martin I
to other
Minneapolis, St.
Kellie to act as assisi
duties, office al
vice M. P. Hawkins.
New VouK Central & Hudson River.-J. C. Wolf to
be auditor fi-eiglu accounts, vice J. F. Fairlamb, promoted
t.. succeed \V, K, ( lillett, resigned, as auditor; H. W. Webb
to be third vice president; Theodore Voorhees to be general
superintendent, vice John M. Toucey, made general man-
ager.
New York & Northern.- H. H. Vreeland to be super-
intendent.
YOR
-O. M. Shepard
1. snepard
perintendent New York division, vice W. H. Tur-
ner, deceased; office of general superintendent abolished.
New York, Pennsylvania & Ohio.^I. T. Wann to be
auditor and Earl Tupper to be secretary, vice Thos. War-
nock, deceased.
New York, Ontario & Western.— G. W. West to be
superintendent motive power, vice H. Tandy, resigned; J.
Burton, general manager, resigned.
Northern Pacific— F. W. Gilbert to be superintendent
Coeur d'Alene division; A.S.Morton to be auditor dis-
bursements, vice W. G. Pearce, appointed purchasing
Norfolk Southern.— G. R. Joughins to be master me-
chanic, in charge of rolling and floating equipment, at
Berkley, Va.
North and South of Chicago, (formerly St. Louis &
Chicago).— Now officered as follows: G. L. Hoyt, presi-
dent; C. H. Bosworth, Springfield, vice president; J. W.
Calhoun, secretary.
Ohio, Indiana & Western.-
mechanic, vice W. F. Kearney, deceased.
Philadelphia & Reading.— M. P.
ant general superintendent; G. D. Whitcomb to be super-
intendent Philadelphia & New York division ; F. W. Stone
to be assistant general freight agent; H. C. Tucker to be
general western agent, at Chicago, vice H. S. Snyder, re-
Pennsylvania Company. — James McCrea to be second
vice president of Pennsylvania lines west of the Ohio river
in place of William Thaw, deceased. Joseph Wood ap-
pointed general manager in place of James McCrea, and E.
B. Taylor to be general superintendent of transportation,
vice Joseph Wood. Charles Watts to succeed Mr. Taylor
as general superintendent.
Pennsylvania, Poughkeepsie & Boston.— Auditor E.
J. Fallon assumed duties of general freight and passenger
agent, vice A. M. Holden, resigned.
Pittsburgh, Port Wayne & Chicago. — Thomas Butler
to be master mechanic Crestline shops.
Redondo. — W. P. Clinton appoint*jd
vice J. W. HUl.
Richmond & Danville.— V
general manager in addition 1
Rio Grande Western.— L. J. Guinn to be trainmaster
and superintendent of telegraph, at Salt Lake City.
Savannah, Americus &. MoNTtiOMERY. — E. S. Goodman
to be general freight and passenger agent.
St. Louis, Arkansas & Texas.— D. Miller to be general
traffic manager; E. W. La Beaume to be general passen-
fer agent ; L. P. Day to be general freight agent ; S. C.
obnson to be general auditor, at St. Louis.
St. Louis & San Francisco.— John O'Day, vice presi-
dent and general counsel, resigned.
SE.1TTLE, Lake Shore & Eastern.— J. R. McDonald,
president, resigned ; A. S. Dunham appointed managing
Southern Pacific. —E. Hawley to be assistant general
traffic manager, headquarters at New York City; J. E.
Lindberg to be superintendent Shasta division vice A. F.
George, resigned.
TEXARKANA& FoRT SMITH (formerly K C^T. AGulf).
—This road is now officered as follows: W. L. Whitaker,
president; Wm. Buchanan, vice president; L. L. Keller,
general superintendent; J. H. Smelser, secretary; T. H.
Garrett, general freight and passenger agent; J. A. Buch-
anan, audfitor; H. M. Whitaker, general attorney; offices,
Texarkana, Tex.
Toledo & South Haven.— Now officered as follows: R.
B. Dobson, New York, president; C. J. Monroe, vice presi-
dent; John Ihling, Lawton, general manager; W. G. Snow,
New York, secretary.
Texas & Pacific— Leroy Trice to be division superin-
tendent.
Terre Haute & Peoria. -W. G. Van Buskirk to be mas
tcr mechanic at Paris, III., vice F. Young, resigned.
Warash.— H. Dunlai) to be superintendent bridges and
buildings, vice J. B. Mitchell, resigned; J. Hewitt, master
mecnanic, Detroit division, resigned.
Western New York & Pennsylvania. -J. E. Shields
to be assistant to president .
BUSINESS NOTICES.
ll) Slaiulnrd Nciilt-
A Creditable Showing
Testing Macuin
At the Centennial Expos
ighest a
RiEUL
on In ISrti this firm received
ard for the Railroad Track Scale they
exhibited.
" It appeared to the judges that their construction
offered the greatest guarantee of durability com-
bined with accuracy."
Time has proved the correctness of their verdict, foHhe
most durable Track Scales to be found arc those of Riehle
Brothers.
THE FlAIL^VAY MASTER MECHANIC.
" Peraeverenlia omnia vinoil "' thej- thoroughly believe
in, and it has carried them successfully through the severest
competition and opposition.
Flattering Exdor^semests. Such endorsements as the
following should command attention and respect, and give
confidence to all purchasers of Scales:
"We selected your Scales as the best after careful con-
sideration.' The I. P. MoKKis Compaxv,
W, C. P. Thomas, Secretary.
" We have used Riehle Bros.' make of Scales for twenty
years. We have two of their Track Scales, one of 60 tons
and one of 90 tons— are giving satisfaction.'*
The Wm. Cramp & Soxs Ship and Engine Blug. Co.,
Henry W. Cramp. Secretary.
' Your Railroad Track and other Scales have given us
:ire satisfaction." Phcenix Irox Co.,
David Reeves, President.
' Vour Railroad Track Scales for accuracy and sensitive-
ss have no superior at these works."
Cambria Iron Co.,
John Fulton, Superintendent.
) mistake in selecting your Track
,te and durable."
Betts Machine Co..
A. Betts, President.
' Very satisfactory."
HINSON GAR COUPLER GO ,
SUITE 518 THE ROOKERY.
J. E. FORSYTH, General Manager.
CHICACO.
CONSOLIDATED CAR HEATING CO.,
HAVING ACQUIRED ALL RIGHTS AND PROPERTIES OF THE
-^ SEiVALL, McELROY AND OTHER COMPANIES 1^
OFFERS THE MOST COMPLETE AND APPROVED SYSTEMS FOR HEATING BY
HOT WATER, DIRECT STEAM OR STORAGE.
ALSO:kTHE NEW
PERFECTED RETURN SYSTEM.
FULL INFORMATION "p- APPLICATION to a^e Gen^ai office.^ ALBANY, NEW YORK.
Branch Offices: Chicago, 616 Phenix Bldg. New York, 15 Cortlandt St.
Tlno :^-uLrtoi3. Stools. Oetr Oo.y
CAR BUILDERS AND TRANSPORTERS OF LIVE STOCK.
General Office, 194 Washington Street, Boston, Mass. | 12 ft 44 Live Stock Exchange, Kansas City, Ho.
Ohieagj Office,
, Chicago, 111.
39 Exchange Street, Portland, He., and at Works, Wichita.
J?E WttL LICENSE LiHEOAI JOlfPilflES TO BUttD iOT OPEEATB CA2S TOIES OUE PilEUIS ON LIBESAl TEEIIS.
espondence Solicited. GEO. D. BURTON, Treasurer, BOSTON, MASS-
THE TRIPP METALLIC PACKING.
THE BEST IN THE WORLD.
This is the only scientific packing ever Invented for packing
rods or stems against steam, water or air. It is geomet-
rically perfect and simple in construction. It is not
experimental but has a firmly established reputa-
tion, and is warranted for a term of years. For
prices or additional information apply to
TR/PP MANUFACTURING
180 Surnrner St., Bostop, IVIas:
FDLSOM. Presi
AGENTS: , ••""Ir"'"
CONV
AKEMIIRE. Tieasi
nnioii. Chi,
M<>r!.<- A < I.
i. KANUALL, Supt.
. W. Storcr, Philadelphia,
. Biissell A: Co., Montreal.
CHILLED CAR WHEELS.
SUPERIOR FOB EVERT KIND OF
•RA.TL.^^J^.Arr service
Made h-om
BEST CHARCOAL IRONS,
THE ClYllTl WHEEL & FOIDRY CO.,
HARRISeURG CAR MFC, CO,
3T7X1.G-. I».A..
Special Excellence in Railroad Car V/heels cf Best
Kno-wn Material. Guaranteed to fil Penn-
sylvania Railroad Specification.
■ Face Plate jaw s A per
PRICE PER SET OF THREE
pgpg,.
PRICE PER SET OF FOUR.
O^., Hartford, Conn.
THE RAILWAY MASTER MECHANIC.
PAIJ^WAY JVIASJPJ5 JVEFCPAJIIC.
WALTER D. CROSMAN,
Manager Editorial Department.
EDWIN N, LEWIS,
Manager Business Department.
MONTHLY BV THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the interestM of railway motive power, equipment
and machinery. Communications on any topics suitable to these
columns are solicited.
Prior to January 1, 1886. this jonnial was known as The Rail-
way Purchasing Attent. It will still in its new and wider field be
adapted to the especial wants of all who purchase or infli
the purchase of railway supplies.
Subscription price, $rno a year. AdvertlsInK rates and details
concerning circulation Kivei
THE RAILWAY MASTER MECHANIC.
The Kookery. Cliicugu.
New Vokk Office: 45 Bioudwuy, Room 1«.
The Offlclat Ttailirav List i» fmliliehed by Ihh company.
Vol. 5. 1 CHICAGO, APRIL, 189J. INo.
TiiK ftcijuittal of Kngiueer Twombly and Fire-
man La Cloche, who were imlictetl for murder in
the Rock Island collision case, cannot be taken as
satisfying. There was somewhat contlictiug testi-
mony as to the throwing of the semaphore signal
in time, but the train was ahead of time and run-
ning at a wrongful speed and altogether the verdict
appears to represent a miscarriage of justice.
There is little helpful to the traveler in the
thought that the responsibility for his safe keeping
is permitted to be held so lightly.
Those who are offering improved methods of
car lighting should never forget that success de-
pends upon the amount of light produced, rather
than on the method of its production. Electricity,
for example, will not illuminate a car any more
brightly than three old fashioned lamps unless
enough burners are used to give an increasei'
amount of light. As poorly lighted a car as one
ever rode in was lighted by electric incandescent
burners. There were not enough of them — the
candle power of each was very low and the glass
bulbs were dim with dirt.
But it must be borne in mind that rail-
way men, particularly trainmen, station agents,
operators, etc., are charged with the gravest duties,
the momentary neglect of even apparently slight
details of which may, and frequently does, cause
serious disaster. A perfectly unclouded brain and
stroiig nerves are essentials in the safe direction
and immediate control of train movements, and
the whole range of wine-bibbers — from the ver-
iest tyro in elbow crooking to the oldest soaker,
knows that these essentials are destroyed by
liquor. A drink clears the head and steadies the
nerve only when placed in a stomach weakened
by previous drinking. If one is wedded to his
rum and resents the infringement upon his divine
rights as an individual, alleged to lie in such or-
ders as that of the Eock Island Railway, let him
leave railroading and take up some avocation in
which an occasional (or more likely perennial)
lapse from a state of perfect self-control will not
endanger life and property.
mitted the train to start with the air cut off from
the rear cars. The very best coupler in existence
will occasionally fail, and similar negligence would
cause an accident. No state board of railway
commissioners can afford to "slop over," but the
New York board has certainly done that very
tl.l„,r •'
Thkre is hardly room for a doubt that Chicago
will hold a Worlds Fair in 1898. And it is equally
certain that it will be made a world's wonder- an
exhibition of the nineteenth century, new and old
world civilization— a suitable closing of a century
which has given birth to more wonderful and use-
ful discoveries and inventions than all the eighteen
centuries which preceded it. No doubt there
will be a section devoted to railway material,
equipment and supplies, and it can easily be made
the grandest, most interesting and most instruc-
tive department of the display. What can be done
in this direction was indicated by the railway ex-
position in this city in 18;3. Rut during the ten
years which will have elapsed great improvements
have been made along all the lines referred to,
and also in 1893, there will be, no doubt, a very
large contribution to this section from foreign
countries. There should be no delay in perfecting
an organization to make this department of the
World's Fair what it can and ought to be. The
mistakes and weaknesses of the exposition of 1883
can be easily avoided. There are plenty of men
engaged in the manufacture of railway equipment
and supplies who have intellectual, moral and ex-
ecutive ability needed to make the railway depart-
ment of the World's Fair what it should be.
The fatal Englewood disaster has caused the
Eock Is'and management to issue a circular an-
nouncing that men known to be in the habit of
becoming intoxicated will not be employed; that
present employes known to frequent drinking
places must stop the practice, and if known to be-
come intoxicated either on or off duty, they will
be discharged, and that any one discharged for
intoxication will not be re-employed. Of course
the cry of "interference with personal liberties"
will go up from various classes of toddy-loving
TiiE New England Railroad Club's discussion
of the car coupling question has rather astonished
the rest of the country. The "tacts" and figures
presented at the meeting are entirely at variance
■with those met with in other parts of the country;
and the theories offered being based upon these
alleged facts are not acceptable elsewhere than in
the confines of New England. The club and its
membership are of a notably high class and the
tone of its last meeting is as inexplicable as is the
result of the vote of trainmen. While New Eng-
land roads cling to the link and pin many roads
elsewhere are rapidly adding to their equipment
of M. C. B. couideis; and while something over a
thousand New England employes vote against the
M. C. B. coupler some fifteen or twenty thousand
employes elsewhere are working to get the M. C. B.
coupler generally adopted. It has been well
known that considerable opposition to the hook
coupler existed in New England, but it was hardly
expected that that opposition would rear its horrid
front so prominently as this. The propositions
advanced at the meeting in question hardly merit
more than the brief notice we have here given
them— they have been met and refuted time and
again, and are dead issues. Jf the New England
rop.ds would drop their dead issues and take
up a live one in the shape of a strong movement
in favor of more careful handling of cars at ter-
minals they might greatly advance the car coup-
ling problem. The New England Club has for
once made a mistake. "Of this there is no manner
of doubt, no possible probable shadow of doubt,
no sort of a doubt whatever."
The outward manifestation of the interest which
railway men have taken in the compound locomo-
tive is evidently less than it was some months
ago. That this is not due to a real lack of interest
we are quite sure, and it can doubtless be attri-
buted to the disposition to await developments
from the workings of those engines now in opera-
tion in this country.
As many of our readers already know there are
three compound locomotives which have within
the last year been operated in this country, two of
which are of American build. Thus far they have
thrown but little light upon the many interesting
problems connected with the compounding of loco-
motives. But a brief reference to each of these
engines and tlieir work may not be amiss at this
time.
The Webb compound locomotive which the
Pennsylvania Railroad purchased in England was
the first of the three to be put in service. Being
a compound and of English design it attracted
much attention. As might be expected, however.
It has not met with general favor. The arrange-
ment of cylinders and the absence of parallel rods
The remarks of the New York state board of
railroad commissioners, in its report on the disaster
on the Lake Shore & Michigan Southern road near
Hamburg, N. Y., on the Cowell coupler will stri:
a large numberof railway men as being exceedingly
unjust. To inspect a single coupler and then
declare that "such couplers are in the highest
degree dangerous" does not speak well for the
fairness or judicial temperance of the board— to
say nothing of the light in which the utterance
places its mechanical knowledge. The Cowell
coupler would never have come into use as it has
if it were "in the highest degree dangerous." The
men and the roads which have selected it do not
adopt devices which can in fairness be so charac-
terized. If the Cowell coupler in the case in hand
have made the engine very weak in certain por-
tions of the stroke and this, together with the lack
of equalization and consequent hard riding and
the lack of conveniences for the men, have made
it unpopular. As a compound, however, its record
has shown considerable economy, if we would
judge from the rumors afloat. No official records
have been made public by the Pennsylvania Eail-
road and the exact results of its operation are
therefore known to a few persons only. In the
case of this particular engine this is a matter of
little moment, for the design is wholly unsuited to
American practice, and the only value of the tests
would be to know the advantage of the primipU
of compounding, and this has already been dem-
onstrated in Europe. It is doubtful, however, if
the results of operation there are strictly compara-
tive with any data obtainable on American roads
where the single expansion engines are of such
entirely different construction.
The second engine employing the compound
principle, which appeared last year, was built by
the Baldwin Locomotive Works under their pat-
ents, and put upon the Baltimore &Ohio Eailroad.
This engine was an exact duplicate of other eight-
wheeled engines on that road, except those parts
!ar affected by the compounding. The engine has four
ke j cylinders, two high and two low pressure. All the
cylinders are outside the frames', the 12 in. high
pressure cylinders being placed directly above the
20 in. low pressure ones, and the two pistons con-
nected to the same crosshead. The steam distri-
bution in the high and low pressure cylinders on
the one side was controlled by a single piston
valve. The mechanical details of this engine were
very nicely worked out, and everything is compact
and presents a good appearance. The chief diffi-
culties likely to be experienced with any such de-
sign as this lie in the steam distribution and the
, , , , . arrangement of steam passages. Live steam pass-
was brolien and therefore uncoupled, that is no ! ing through the piston valve, thence to the h p
more than might and does happen to any kind of j cylinder, back to the valve, then to the I. p. cylin.
fi°"r*;i;„ J'J^°*V "P?T";^''^-^" ^"""^ "'■''.'"^ der, and finally to the valve again, necessitates
liiving very tortuous and cramped steam passages;
and as in some cnses there can be but about i in.
then the board has no right to singly out the
Cowell for condemnation. In any event the fail-
ure of the two couplers to hold "together was not
in any proper sense of the term the "cause" of
the accident. Couplers of all types. Miller, Cowell
and M. C. B. get out of order and allow trains
to part almost every day, but with the air
brakes in order no damage results. In the case
under consideration the "cause" of the accident
was the gross carelessness of the employes who
failed to make the coupling secure after they had
.- _ ._ .^ — ^„,.j„.ug oc^uic iwi,ci Liicj iiau ijjg nuicu it mignt receive in passing turougti a re-
had warning of their imperfection, and who per- ceiver in the smoke-box. The manner of attacU-
of cast iron between two passages in which the
steam is at widely different temperatures, it fol-
lows that much condensation might be expected,
The cramped condition of the passages is apt to
result in wire drawing of the steam, especially
when it is exhausted from the low pressure cylin-
der, as its volume has then become so great. The
steam in this engine loses the benefit of any dry-
ing which it might receive in passing through j
Si
THE RAILVv^AY MASTER MECHANIC.
ing the two pistons to the one crosshead, whUe
not verv objectionable as long as the powers de-
veloped in the two cylinders are the same, pos-
sesses decided disadvantages when the powers are
unequal, as then the tendency is to snap off the
piston rods at the shoulder of "the taper fit in the
crosshead. The weight of the reciprocating parts
is increased probably about 50 per cent., and this
leads to large disturbing forces, not only in the
reciprocating parts but also in the balance in the
driving wheels.
The results obtained from this engine, as in tlie
case of the Webb engine, have been kept private,
and very little has been heard from the engine
lately. It is to be hoped that the results will
finally be made public, as the data thus placed at
the disposal of those interested in the compound,
as carefuUy conducted tests, would probably indi-
cate pretty clearly the effect of that arrangement
of passages, and might give some valuably hints as
to the exact amountof condensation to be expected
and the value of a receiver in the smoke-box.
Th third and by far the most important of these
engines under consideration is the one built by the
Schenectady Locomotive Works and now running
on the Michigan Central Railroad. This engine
being of the two cyhnder type, and in all respects
a duplicate of others on the road except the cylin-
der arrangement, is especially interesting. This
engine has no objectionable features in its general
design, and those proportions which pertain to
compounding are very good. In the engine as it
first left the shop there were naturally some imper-
fections of steam distribution, some of which have
since been corrected. The compression, especially
in the high pressure cyhnder, was very great, and
was relieved* by cutting out the valve until it now
has ji in. inside clearance. The clearance space
of the h. p. cylinder was also enlarged, and the
receiver capacity increased, tending to materially
improve the condition of affairs in the h. p. cyhn-
der. Tests of this engine have recently been
made, but as the information furnished the pub-
lic lias been of a very incomplete nature, it is not
known how exhaustive the tests have been, nor
how economical theengine has proved to be. Any
decided saving in fuel which this engine may show
will be of special interest, from the fact that in
effecting this economy it must in so doing compete
with some of the most economical express engines
in the country. In the report made. public a few
miscellaneous diagrams have been presented, and
the results of three runs of the compound and three
trips of a single expansion of the same class. On
examination the data famished for these runs does
not appear conclusive. It demonstrates that there
is a decided saving in favor of the compound, but
just how much that is yet remains to be proved.
The first comparative run resulted in the single
engine using practically 13i per cent, more of coal
and water than the compound did. These results
appear quite logical, for, under the circumstances,
one would expect the evaporative power of the two
boilers would be the same, and that any saving in
water due to a better use of tlie steam aud the re-
duction of cylinder condensation would cause an
equal percentage of economy of fuel. In the next
two runs the results are very contradictory; in one
the pfrcentage of saving in coal is nearly twice
that of the reduction of water consumption, and in
the other the case is just reversed, and the saving
of water is far greater than that of coal. From
such a limited number of comparative runs giving
contradictory results, it is impossible to judge cor-
rectly as to the exact economy of the engine. We
feel quite confident, however, thatexcellent as this
engine may be, neither it nor any other compound
locomotive designed in the light of present knowl-
edge will ever save 2.5 per cent, of the fuel burned
by the common lO-wheeled engines on the Michi-
gan Central road, though this performance has
been claimed as a possibility for it by a recent
writer.
Two things which seem to be particularly desir-
able to settle in compounding are the relation be-
tween the cutoffs ill the high aud low pressure
cylinders and the volume of the receiver. It may
be confidently stated that the larger the latter,
within the jiractical limits fixed by the construc-
tion, the better it is, providing that the steam is
kept veiy hot while in the receiver. Experience
in Europe in regard to the relation of cutoffs
seems to be all in one direction, and that is that
the cut-off in the 1. p. cylinder should be later than
in the h. p. cylinder.
There is no compound at present running on
which a series of exhaustive and intelligen'ly con-
ducted tests would prove of more value than on
the Michigan Central engine. Within the next six
months there will probably be two more engines
of equal importance running, one in New England
and the other in the west. It may therefore be
safely concluded that by the close of 1890 there
will be considerable data at hand by which to
judge of the value of this type in American ser-
THE rOSITI
FIKK-BOXES.
One of the most interesting and timely subjects
on which a report is to be presented at the next
master mechanics' convention is that of the ad-
vantages and disadvantages of placing the fire-
box above the frames of the engine.
It is now 38 years since the eminent English
engineer Clark "published as his opinion, based on
extended experiment, the statement that the gi-ate
area of a locomotive boiler should be made as
small as possiblr, provided the rate of combustion
"does not exceed the limits imposed by physical
conditions." As this statement in an incomplete
form has been made use of time and again to ex-
cuse the insufficient size of the grates foundin
many locomotives, it is in order to enquire what
the limits imposed by physical conditions are.
In marine practice it is considered that to ensure
complete combustion not more than 15 lbs. of coal
should be burned on a square foot of grate surface
per indicated horse power per hour. For the pur-
pose of comparison let us see how this rate would
apply to locomotive work. Suppose an engine to
be indicating 800 horse power, and to be burning
4 lbs. of coal for each horse power per hour. The
total amount of fuel consumed in the time speci-
fied would be
800X4 = 3,200 lbs.
and the requisite grate area
«||»=213 sq.ft.
As locomotives having only 20 sq. ft., and even
less, grate area in their boilers are frequently
called upon to do the above work, day after day,
it follows that the rate of combustion is
^-'^X 15=160 lbs.
■2i)
of coal per square foot of grate per hour.
The enormous difference between the rates of
15 and 160 for marine and locomotive work re-
spectively, shows clearly how difficult a matter it
is to apply the same degrees of comparison to the
two kinds of service, and why it is grossly unfair
to put the locomotive boiler down as wasteful aud
extravagant when it labors under the great disad-
vantage of being forced far beyond the limits of
economy.
As the rate of combustion in the majority of the
engines with which Clark experimented was un-
der 100 lbs., it will be seen that his statement
regarding the size of grates must always be quali-
fied by the words with which he concluded and
which we have quoted.
In endeavoring to reduce the rate of combus-
tion to a reasonable figure, say 100 to 120 lbs. per
hour, the obvious plan is to increase the grate sur-
face. The frames of locomotives in this country
are usually placed about 42 in. apart; this dimen-
sion limits the width of the fire box, if placed be-
tween the frames, to about 33 in. If the box is deep
and has to go down between the axles of the main
and back drivers, the length will be about 6 ft. 8 in.
It is not advisable to go beyond this, as by so do-
ing the length of the coupling rods becomes ex-
cessive. The sizes given would form a grate hav-
ing an area of a trifle over 11 sq. ft. To get more
length some designers run the fire-box up over the
back axle, a plan first employed by Cudworth, the
width remaining as before. The new 10-wheelers
of the Louisville, New Albany & Chicago are built
, in this way. This disposal of the box admits of a
large grate surface, but is open to objections, espe-
cially when the barrel of the boiler is of large
diameter, a cross section having that contracted
appearance, at the grate liue and for some distance
above it, that Mr. Forney has aptly likened to a
tightly laced woman. What we regard as the better
method is to lift the tire-box entirely clear of the
frames and thereby gain the H in. or so in width
that are lost with the other style of box.
The wide fire-box above the frames, long
I used for anthracite, is now rapidly becoming
I popular for bituminous coal burning boilers, and
we have yet to hear a single regret that has fol-
lowed its adoption. The Schenectady Locomo-
tive Works' catalogue warmly recommends its use,
and gives figures showing substantial economy as
results. The New York Central, one of the most
conservative roads in the country in respect to mo-
tive power, is using the wide box on the new lOx
26 in. "Moguls;" the Michigan Central, the Illi-
nois Central and a host of our roads are having
their new engines built that way. Particular at-
tention should be paid to getting a sufficient depth of
leg to the boiler; 20 in. appears to be about the
minimum dimension compatible with entire satis-
faction. This is on the supposition thai the top
of the grate bars is on a level with the same point
on the mud ring, and there is really no reason
why the grates in any engine should go higher
than this. With a box shallower than 20 in. there
is difficulty in carrying a suffisiently heavy fire at
the front end, without encroaching on the flues.
This is especially true of the hard coal boilers, as
an anthracite fire is far more susceptible to the
chilling effects cf an in-rush of cold air than a
bituminous, as many firemen have ascertained to
their sorrow.
With large wheeled engines, where the center
line of the boiler can only be raised to a certain
height determined by the available head room in
tunnels and elsewhere, it becomes necessary,
therefore, to drop the top rail of the frame down
in order to secure a sufficient depth of box. This
makes the frame more costly both to forge and to
machine, but it is a very pound-foolish policy to
hesitate on that account when the desired end can
not be attained by any other means.
There are three points raised against the wide
box, one of which is the alteration in the driving
spring gear rendered imperative, the second, the
difficulty in getting atttie shell aud tire-box sheets
at the mud ring for the purpose of caulking, and
third, the height above the rails to which the cen-
ter line of boiler must be raised ordinarily. The
first of these constitutes a valid objection. The
spring gear must be somewhat more complicated,
expensive and harder to get at for repairing. Bail-
road men must decide for themselves, individu-
ally, whether t!ie advantages of a reduced rate of
combustion in the fhape of fuel economy are off-
set by the difficulties with the spring gear just
enumerated. Oar own experience has led us to
form the opinion that with large boilers there is
but one answer to the question, and that is a nega-
tive— that the net gain to be derived from the
wide box is great enough to compensate for a sub-
stantial increase in the cost of construction and
maintenance of the springs and their attachments.
With small boilers, however, which do not have
to be unduly forced to jierform their duties, any
gain in fuel economy is so slight as hardly to war-
rant a deviation in design from the deep box be-
tween the frames.
As we have always held that a mud ring should
be double riveted, no matter what its position
with relation to the engiue frames might bo, and as a
ring made in this way rarely gives trouble by leak-
ing, if honest work is done on it, the difficulty of
caulking the plates at this point is of no moment.
Eespecting the height of the boiler above the
rails, a high pitched engine is usually an easy rid-
ing one. This is easily accounted for. The
nearer a line drawn from the center of gravity of
a locomotive to the rail passes to the spring, the
more readily will the spring absorb the shocks
communicated to the wheels by inequalities in the
roadway, and the less will these shocks be trans-
Apkil, 1890.
THE RAILWAY MASTER MECHANIC.
ruitted to the framing to the engine. As there is,
we believe, no authentic instance on record of an
engine toppling over, purely on account of being
top heavj, we fail to see that the objection some-
times made, that it is inadvisable to raise the cen-
ter line of a boiler more than, say, 7 ft. 6 in. from
the track, is well taken.
The weight of the fire-box and shell, when stand-
ard, above the frames is usually transferred there-
to partly by means of cross braces, studded to the
mud ring, back head or throat sheet, and partly
by heavy wrought iron suspension links. Means
should also be provided, either in the shape of
diagonal cross braces or their equivalent, to resist
the tendency of the fire-box to "work" laterally,
which is always present in varying degrees, but
which is most pronounced when an engine is tak-
ing a curve. This is a feature which, overlooked or
neglected, as it sometimes is, subjects the sus-
pension links and their connections to severe side
bending stresses which rack the whole back part
of the engine to a prejudicial exteut. The pins
holding the upper end of the links are often forged
in one piece with the "pads" which take the studs
securing them to the shell plates. Another, and
in many respects a better, way, is where a heavy
iron or steel casting having a pocket on the out-
side into which the upper end of the suspension
Jink enters, takes the place of the wrought pad.
The pocket provides a bearing for the link pin at
each end of its length and so distributes the pres-
sure more uniformly throughout.
THE LAKE SIIOKE
The Lake Shore accident causing the death of
six persons and the serious injury of seventeen
more is peculiar in that there seems to be no par-
ticular lesson to be drawn from it — that is, it was
simply the direct result of unmitigated negligence.
The devices with which the train was equipped,
the rules under which the train was operated, the
conditions under which the train was running —
all were good, regular, normal, until the conduc-
tor, when a very ordinary accident happened,
neglected, openly and with direct disregard of the
most elementary knowledge wuich his long train-
ing had given him, to take the one needful, simple
step which would have made all practically right
again. There is no occasion to moralize on this
case — the one offense responsible for the disaster
was committed deliberately by a man with his eyes
wide open to the danger of his position. The
man flatly failed to exercise the proper judgment
in a case where almost any other, with a tenth
part of his experience and knowledge of railroad-
ing, would have done the right thing.
As most of our readers know by the daily press
reports, the tram — composed of eleven cars —
parted just back of the sixth car, by reason of
some defect of the coujjlings. The parting broke
the air-brake hose, and both portions of the train
came to a standstill through the action of the auto-
matic brake. Thifi happened at Dunkirk, and an
inspector located there brought a new hose, which
was refused by the conductor, who did not want to
take the time to put it on. The air cock at the rear
of the sixth car was closed by order of the con-
ductor, and the train proceeded. When nearing
Buffalo the train again parted, and when this was
discovered the brakes were applied upon the for-
ward section by some one operating the conduc-
tor's valve. As it was quickly seen that the rear I
section would collide with the first, the engineer I
was signaled to pull ahead, but he could not release
the brakes to get away for the conductor's valve
was still open. Theciash followed.
The conductor made his first grave error in re-
fusing to put on the new hose and proceeding with
his five heavy rear cars shut off from the air. His
next error was in not notifying either the rear
brakeman or the Pullman conductor that air was
cut off from their end of the train, and his next
in not stationing some one al the doubtful coupling
to watch for a second parting. As we have inti-
mated, little can be said of his conduct — it was
too obviously heedless and wrongful to permit of
trying to impress any lesson upon his mind.
The New York Railroad Commissioners have
very properly severely censured the conductor;
they also censure the engineer for pulling out with
a train so disabled by lack of braking power. Tlie
coroner's jury held the conductor personally re-
sponsible, and censured the Lake Sbore manage-
ment for not insisting upon a clear understanding
of all their rules. It is insisted by some that the
management is involved in the blame for so
dealing with its employes that the latter feel that
"making time" is of more importance tlian any-
thing else. The best code of rules in the world
maybe rendered nugatory by the manner in which
they are enforced by those in authority. Train-
men sometimes are compelled to read "between
the lines." Then if an accident happens they
have to suffer, while those whose iniiueuce has
really encouraged them to put speed before safety
shield themselves by the letter of the rules, and
go free.
The fact that Mr. J. N. Lauder, superintendent
of rolliug stock of the Old Colony road, has been
preparing to test the principle of compounding
on one of his standard passenger locomotives, has
awakened much interest among railway men.
Several months ago Mr. Lauder decided* to take
this step, and he secured the services of Mr. F.
W. Dean to work out the details involved in his
plans. In his standard locomotives, Mr. Lauder
has probably come as near to the limit of econom-
ical service as any one in this country — so far at
least as the American type is concerned, and a
comparative test on his road will therefore be of
the greatest value in determining the relative
economy of compoimdiug. In order to make the
tests strictly and fairly comparative, Mr. Lauder
simply changes one of his standard engines into
a compound. The high pressure cylinder is 2Ux
24 — the low pressure 28x21 inches — the high
pressure cylinder is steam jacketed, and the pipe
leading to the low pressure cylinder passes through
the smoke arch, and is specially protected against
condensation before it enters the arch. High
pressure steam can be admitted ( through a redue-
mg valve) to the low pressure cj'linder at starting
or whenever desired. Instead of an automatic ar-
rangement by which the compound action must
begin when the drivers have made part of a revo-
lution, this feature is controlled by the engineer,
who can use direct steam in both cjdinders at any
time, and for as long as he pleases.
We gave in the March Eailwav Master Me-
chanic several very interesting indicator cards,
taken by Mr. Dean from one of the Old Colony
locomotives. The engine from which these cards
were taken, is, in all respects, except the appa-
ratus forcompouuding, the counterpart of the new
compound engine. In order to have a perfectly
satisfactory basis for comparisons, Mr. Dean has
spent many weeks in making tests of the simple
engine. These tests have embraced all the ele-
ments and conditious of service, and have been
made with the greatest possible care and accuracy.
When the new compound engine goes into serv-
ice a similar series, equally thorough, of tests
will be made, and the comparisons will show con-
clusively what effect compounding has on the
economy of service. The boiler pressure of the
compound locomotive will be 200 lbs., or 25 lbs.
higher than that of the engine with which its per-
formance will be compared. It will probably be
two or three mouths before any definite results of
the comparative tests can be announced.
As wii.r, be seen from a circular published on an-
other page, the plan of holding the next meeting of
the Railway Master Mechanics" Association at Look-
out Mountain has been abandoned, and a letter bal-
lot has been called for to choose a new place of meet-
ing. While many of our southern friends will be
dis!ip|x)inted at this action the majority of those who
habitually attend the annual meetings are, unques-
tionably, gratified. They have felt that, at thebest.
the hotel in which it was proposed to hold the con-
vention at Lookout Mountain could not be in suBicient-
ly smooth running order by June 17 to make so large a
party of guests comfortable. And the feeling that
the two June conventions should be held either at
the same place or at points near each other is very
general. The result of the letter ballot has not been
announced, but it is practically settled that Old
I'oint Comfort will be chosen.
It is quite desirable that some method of selecting
the places of meeting be adopted by which the sober
judgment of the members shall determine the ques-
tion. This could, probably, be best accomplished by
letter ballot— the places to be voted on to be pro-
posed at one of the sessions of the annual convention.
In this way all the places which desired to invite the
association could do so, and the members, affer due
deliberation, could indicate their choice uuinllu-
enced by the excitements which inevitably attend a
vote taken at one of the sessions. And it might bo
well, in addition, to leave the Bnal decision, after tbe
members had indicated their profercnLvs by letter
ballot, with a committee.
NOTES OF THE MONTH.
Though great advances have been made in the use
of emery wheels around shops, there still seems to be
too much of a tendency in some places to depend very
largely upon files for finishing surfaces. The aiapta-
tion of emery wheels is almost endless for polishing
and finishing the smaller parts of machinery. By
a flat table through which the top of the emery
wheel appears — similar to the bad of a circular saw
— all manner of plane surfaces may be easily finished,
while by a system of rests at the side of the wheel
any variety of angle work may be done. The use of
permanent guide fixtures connected with emery
wheels is much more satisfactory than depending
entirely upon the hand and eye as we see done in
many cases.
A very neat arrangement for keeping drawings
when not in use can be seen in the drawing office of
the American Steam Brake Company at St- Louis.
In the vault adjoining the room, two partitions of
wood * in. thick have been erected, one placed i in.
from the back wall of the vault, and the second
spaced 21 in. in front of the first. These partitions
e.Ktend to the ceiling and are thus equal in area to
the end of the vault. Each partition is completely
perforated with 2 in. holes which are spaced Sin.
from center to center, and through these are inserted
2-in. paper tubes 21 in. long which are glued to the
partitions. These tubes form excellent receptacles
for drawings, either tracings or blue prints. Dust
cannot enter them from the rear and the front end of
each tube is closed by a plug that fits the tube nicely
and has a collar on it which prevents it being pushed
too tar in the tube and which tends to more certainly
exclude the dust. On the face of each plug is the
number of the tube, the number of the drawings
which belong in that tube, and a small hook on which
can be hung the check of the man taking drawings
from it. One person is given charge of the draw-
ings and the checks, and all drawings must pass
through his bauds as they as they are taken from or
returned to the tubes. In this particular case there
are 1,113.5 tubes. The arrangement is one of the best
that has come under our notice and in all probability
can be adapted to store more drawings in a limited
space than any other method, besides keeping them
cleaner. When the tubes finally become dusty the
dust can be blown through them into the i in. air
space at the back, where it will fall to the lloor.
The paper on "Aluminum," read at the last meet-
ing of the Society of Mining Engineers by Alfred K.
Hunt, .John W. Langley and Chas. M. Hall, throws
all needed light upon that metal, and should put an
end to the incorrect representations concerning it
which have been so common in the "scientific and
mechanical*' (';■) columns of the daily press. There
is no longer any excuse for the assertion that alumi-
num is ;is strong as steel and only one-third as heavy,
and all the visionary statements concerning the
future uses of the metal which have been based on
that incorrect belief. Aluminum as now produced
in large quantities is of ns to W9 per cent, purity. Its
specific gravity in castings, absolutely pure, is2'-58.
THE RAILV/AY MASTER MECHANIC.
April, 1890.
In its commercial form — that is of about 95 per cent,
purity, its specific gravity in castings is 28. A cubic
foot of cast aluminum weighs (in round numbers) 1-59
lbs., while a cubic foot of wrought iron weighs 486
lbs., and of soft steel 490 lbs. A cubic inch of alumi-
num weighs a little less than 1-10 lb.; cast aluminum
has a tensile strength of about 1.5,000 lbs., but
when rolled it shows a large increase — sometimes as
high as 26,000 lbs. In other words, its tensile
strength when cast is about that of cast iron, and
when rolled less than half that of ordinary steel. It
melts at about 1,200 degrees, and is malleable at be-
tween 200 and 300 degrees.
What is believed to be the largest solid cutter ever
made has just been turned out by the Cleveland
Twist Drill Co., of which Mr. J. D. Co.\, Jr., is the
manager. It is a " Spiral profiling "' cutter, 17
inches long, -5 inches in diameter, with a 2 inch hole,
and weighed, in the rough, 102 pounds. It was
made " from the solid " and, as completed, is a per-
fect tool in every respect, without flaw or blemish.
Mr. F. D. Adams, of the Boston & Albany, has de-
signed a dump gravel car which has a capacity of
nine cubic yards, or about twice that of the ordinary
dumpcar. It is expected to make up trains of 2-5
or 30 cars of this style so that each train load will
represent about 2-50 cubic yards, whereas, with 40
cars of the other kind but 160 cubic yards were car-
ried. This car can be handled by one man, and can
be dumped at a sharper angle than the others, so as
to avoid shoveling. It also throws the load entirely
clear of the cars, and can be dumped and brought
back in its former position in less than two minutes.
The cars are equipped with air brakes, permitting
high train speed.
Some idea of the activity at the Altoona and other
shops of the Pennsylvania Railroad may be gained
from the fact that duriug the past year there were
built at these shops 149 locomotives, 6.5 passenger
cars, 16 baggage and mail cars, 3,002 freight cars, 3
refrigerator cars, and 320 cabin and maintenance of
way cars.
The Chicago, Burlington & Quincy sub-committee
in charge of shop tests of brake shoe metals has got-
ten its testing apparatus in satisfactory shape, and
the work of systematically testing the miniature
shoes made by the various companies is in full prog-
ress. No final announcement has yet been made as
to the road tests which are to be held in April on
the Chicago, Rock Island & Pacific Railway, near
Chicago.
The Kansas City, Ft. Scott & Memphis road is one
of the latest to take up solid rear-end main rods.
Superintendent of Motive Power McCrum of that
road having specified them in a lot of new eight-
wheelers. He has used solid end parallel rods for
some time, and is convinced that adjustment is no
more necessary at the back end of the main rod than
at the ends of the parallel rods.
The Chicago, Burlington & Quincy has ordered
6,750 sets of Westinghouse automatic air brakes for
use in freight service. This pretty good sized straw,
together with those noted recently concerning heavy
orders for automatic car couplers, shows which way
the wind is blowing with reference to the general
adoption of safety appliances in freight service.
The report noted in our last that the Pennsylvania
Railroad was to equip its entire passenger equipment
with steam heat this season was premature. We un-
derstand that the company will simply somewhat ex-
tend its experiments with the return system of steam
heating which it has been developing for two seasons
back.
Superintendent of Motive Power McCrum, of the
Kansas City, Fort Scott & Memphis, has, after pro-
longed experiments, designed a novel form of ex-
haust pipe that is giving good results. It produces
a slightly larger exhaust and reduces the tearing of
the fire. It is a high pipe with a single nozzle, the
latter being 4!i in., with an 18 in. cylinder, and 4i in.
with a 19 in. cylinder. It is described as follows by
an exchange:
As viewed from the front the pipe is about the
same shape as the average high pipe with a single
nozzle. The side elevation, however, shows a wide
departure from common practice. Beginning at the
bottom with the same ai-ea of pipe as the opening in
the cylinder saddle, the area is increased until at
about thecenterof length of the pipe it is from th
and one-quarter to three and one-half times that
the bottom. From this point of widest area, the
pipe is reduced to about the usual dimensions at the
nozzle. For openings in the saddle, 5i in. square
for each exhaust, the size of the pipe at its largest
part is about 23x12 in., outside dimensions
In the new Union Pacific shops at Cheyenne an
electric crane will be placed over the erecting ftoor.
Electric lights will be used in these shops as well as
in the new Denver shops and the present Omaha
shops. The transfer table at Denver will be operated
by electricity. Among new designs of equipment
on this road are a 60,000 lb. ore car with side chutes;
a transitWeeding stock car; and 17x24 six-wheeled
switchers with 52 in. wagon top boilers, -50 in. driv-
ing wheels, a total weight of 85,000 lbs., and a wheel
base of 10 ft., and an extension front and straight
stack, unusually large boilers and extensive heating
surface; the first of 15 large consolidations built for
this company by the Cooke Works has been delivered
— these engines have 22x28 cylinders, 6 ft.- boilers,
and weigh 138,000 lbs. on the drivers, and have a
total weight of 153,000 lbs; 32 other engines have
been ordered from the Rome Works— of these, 10 are
six-wheeled switch engines, with 18x26 cylinders,
five are 19x24 10-wheelers, and 17 are 20x24 10-
wheelers.
The ordinary hand lantern serves to illustrate in a
small way the changes that have taken place in
railway operation. The old lantern was a compara-
tively clumsy arrangement made largely by hand and
needing a nice adjustment of the wicks and constant
picking to give a fair light. Now we have a lighter
article, often with a wire or skeleton frame at the
bottom so the light will be thrown better on the
ground, and by improved process of manufacture,
made stronger and cheaper. The old double tubes
for candle wicking have been replaced by the flat
burner with aratchet, thus rendering the light more
even and easier to regulate, while the globe, having
initials of the road pressed, instead of cut, into the
glass, has further added to the decrease in cost.
The cost of lanterns, for instance, does not form a
large proportion of the expense of operating a road,
but is one of many items in which material reduc-
tions have been made, thus decreasing the total
operating expenses.
In the drawing office of the Union Pacific motive
power department at Omaha, blue prints have for
several years been taken between two plates of
heavy glass instead of between one plate and
a cushion, as is generally done.. This method
of taking prints is found to possess several ad-
vantages, one of which is found in the fact
that if prints must be taken in stormy weather,
there is no cushion to retain moisture. If the
inner surface of the glass becomes wet at the
edges they can be quickly dried and the dampness
prevented from spreading. The second plate of glass,
though perhaps no better than a cushion when
the latter is new and in perfect condition, has
the advantage of always remaining in as good
condition as on the first day it was used. As
mounted at Omaha the lower glass lies upon
a board backing with an intermediate layer of
felt or blanketing to prevent the glass from
being easily broken. The upper glass, which is of
the same dimensions as the lower one, lies upon the
lower one with nothing to retain it in position but its
own weight.
.mple apparatus for determining the moisture
im is described in the course of an article on
trials in the last number of "The Locomo-
As described, and as shown in the illustra-
the apparatus
consists of a com-
imon steelyards and
a large tin pail,
about which a lay-
er of cotton wool,
an inch and a half or two inches
thick, is wound, and secured by
an outer layer of cloth,
around which several turns of string
are tightly wound. The empty pail
is made to weigh some exact number
of pounds by placing one or two nuts
or other bits of iron in it. Ten
pounds of water are next weighed into it, and the
weight on the steelyards is then pushed along one
pound. Steam is then blown into the pail until the
steelyards once more balance. In this way we know,
with considerable precision, just when one pound of
steam has been added to the water. The tempera-
ture of the water in the pail is taken both im-
mediately before and immediately after the steam
has been passed into it, care being taker, especially
in measuring the higher temperature, to stir the
water well with the thermometer, and to leave the
thermometer in it long enough for the quicksilver
to reach the same temperature as the water in which
it is plunged. The rise in temperature so obtained
gives us a means of determining the percentage of
BGILEB FOR THE EBIE TEN WH££L£E8.
Our readers will be interested in the description
and illustration which we are enabled to give of the
boiler of the excellent ten-wheelers recently built by
the Baldwin Locomotive Works for the New York,
Lake Erie & Western Railway.
The boiler constitutes one of the especial features of
these engines. The great length of the fire-box in pro-
portion to the barrel is particularly noticeable. As ex-
perience indicates that fire-box heating surface is
considerably more efficient than that in the tubes,
we regard this as a good feature and attribute to it
the free steaming for which these engines have es-
tablished a reputation. The depth of the leg is open
to criticism; the 15t in. might advantageously have
been increased, more especially as hard coal is burned
and no brick arch is used. The arrangement of the
plates forming the fire-box shell is one which is be-
ing much used at present, and forms a simple and
workmanlike method of construction. The grad-
ually increasing water spaces at the sides of the box
guarantee a good circulation and a long life to the
stay bolts. It will be noticed that although a "wag-
on top 'boiler ,the back portion is cylindrical and with-
out the objectionable flat surfaces on the sides which
until recently have usually characterized this type
and which required heavy cross staying and bracing.
The tapered course of the barrel is an oblique cone
and a section taken at right angles to its center line
is a perfect circle. This design calls for warm com-
mendation as it removes a feature of American loco-
motive boiler practice which has justly been termed
a mechanical abortion. As will be seen from the en-
graving the horizontal seams in the barrel have
butt joints within, and outside straps, six rows of
rivets being used. The mud ring is single riveted,
although a double row or machine finished corners
would have been desirable on account of the position
immediately over the frames, making the shell and -
fire-box plates almost inaccessible for caulking,
should it be required. Ample provision is made for
washing out. We may add that the Erie standard
grate bar, illustrated in the February MASTER ME-
CHANIC, is used.
As the crown is supplemented by radial stays, the
dome is placed ahead of the fire-box, the course on
which it is placed forming a portion of the wagon
top. This construction tends to cause free steaming,
for the radial stays give a more unobstructed crown
sheet than when crown bars are used and the third
course of the boiler being the same diameter as the
wagon top makes the steam space larger than usual.
The position of the dome is such that the steam is
not drawn from the boiler at the point of most vio-
lent ebullition, and it therefore should be drier than
usual.
THE RAIL^AAAY MASTER MECHANIC-
! OiX-
!-Httl^tHliiR!-!4-l4H.il4l4l
iJ.J.feiLLiiliJja.uMJJiilJL
-€r^
Diiimit
Thi.-ki
Water space, sides and l>ack 3 in.
Water spacr*. Ii-ont 4 in.
Grate cttuipany"^ stylo (8ee Master Mechanic for Feb.)
Steam pressure 160 lbs.
Heating surface, lubes, (about) 1,884 sq. ft.
Locomotive Slide Valves.
Early valves were of the slide pattern (plain D)
and had "hook gear". Some of the early engines
had the eccentric outside the journals and wheels
It wasnot long before independent cut-off valves
were tried; Rogers having started on this problem
about 1)^3.
Many of the engines of J848 had independent cut-
off valves, such as are now coming into fashion again.
In 1852 Baldwin produced a variable cut-off with
a riding cut-off valve, fitting almost tight U) the
main valve below and to the sides of the chest.
.lames first employed the link motion in 1832, and
the Stephensons used it at once in England, but it
was not adopted in this country until 1849.
The introduction of the link in this country was
violently opposed. Rogers used the suspended link
in 1849 and the shifting link in 18-50; this latter hav-
ing the lifting shaft below the link; but the front
axles of some ten wheeled engines coming in the
way of the rocking shaft he put the shaft above the
link. As early as IS-H there was used by Rogers a
combination of independent graduated cut-off valve
with the link. Hudson made curved eccentric rods
to clear the axles of some ten wheeled engines. In
1886 Uhry & Luttgens applied a supplementary cam
motion to the link in order to give greater steam
HOILEK FOR THE ERIE TEN-WHEELERS.
port opening and retard the exhaust, without affect-
ing the compression.
At first, counter weights were used for balancing
the weight of the shifting link; but afterwards leaf
springs were used, and then helical and volute.
Baldwin introduced what is called the half sti-oke
cut-off, in which the chest is separated into an upper
and a lower part by a plate on which a separate cut-
off valve rode.
About 1868 the B)-istol roller slide valve was in-
troduced; the pressure of the slide being taken by
anti-friction rollers; but it was abandoned after ex-
tensive trial.
About 1882 the Allen valve was put in; both bal-
anced and unbalanced. As now balanced by Rich-
ardson, it is doing good service. Its peculiarity
consists in a supplementary port cored out in the
valve itself, so as to admit steam into the steam port
both inside and outside the lip, thus requiring but
one-half the valve travel needed where steam is let
in only at the outer edge of the lip.
Shrinkage Allowance Gauge and Table-
We append a table governing the use of a shrink-
age allowance gauge which is used with great ad-
vantage on the New York, Chicago & St. Louis Rail-
road, of which Mr. Jno. Mackenzie is superintendent
of motive power. The table and gauge explain
themselves, but we may explain the method of using
by stating that the inside of the tire is made the di-
ameter of the center, less the thickness of the shrink-
age gauge upon which the diameter of centers are
marked. For illustration, centers from 59 to 65 in.
are made to the one shrinkage gauge, i. e., if the
center is 59 in. exact, the bored diameter of the tire
would be 58 94-100 in., or No. 16 Birmingham wire
gauge; and if the center is 65 in., the bored diame-
ter would be 64 93-100 in., or No. 16 Birmingham
wire gauge, the difference in shrinkage of these two
sizes being so slight that the one shrinkage gauge is
used; and so it may be said throughout the lists of
all gauges.
rEEL TIKE— X. V. C. i ST. L. 1(.
23ffr
■nr.
Determine tbickneseof
of on t^K: also stamp di-
anteter of "center on
jopposit* side— sec draw-
THE RAIL^VAY MASTER MECHANIC.
A USEFUL SPRING TESTER GAUGE.
A TJSEFTTL SPRING TESTER GAUGE.
In the testing laboratorj- of the Chicago & North-
western Railway, at the "West Chicago shops, a
spring tester gauge is used that saves a great deal of
time and fussing. It was designed by Mr. E. B.
Thompson, chief draughtsman of the Chicago &
Northwestern Railway, to whom we are indebted for
the drawingsfor which we have made our engravings.
Our large engraving shows the gauge as applied to
the 60,000 lbs. Olsen spring tester in the Northwest-
ern's laboratory. Our small engraving gives the de-
tails of Mr. Thompson's ingenious little labor saver.
Referring to the large engraving, it will be seen
that a scale is attached to the top plate by means of
a bracket and moves up and down with the top plate.
The bracket bears a. pointer and another pointer is
attached to the frame of the machine. An indicator
is bcrr.e on the end of a round rod which is so ad-
justed and secured by a thumb screw to the bottom
plate that the distance between the top of the block
and the bottom of the top plate will be
shown on the scale. Should a different
height of block be used, or no block, the
indicator is always to be set so the scale will
show whatever height there may be between the
surfaces which come in contact with the spring to be
tested.
As the plunger raises the bottom plate and the
spring compresses enough to overcome the weights,
the top plate raises in proportion, carrying the scale
with it. When the pointer of the bracket is in line
with the pointer in the frame the reading is taken.
The indicator will always show the height of the
spring, even if the pointer in the bracket and in the
frame ai-e not together, because if the top plate
raises and thus increases the height of the spring it
carries the scale with it.
The pointer on the frame enables one to sec when
the arm of the scale or the line of its knife edges
I is horizontal, rather than judge it by the eye.
The top plate has a movement of about two inches
and stands, when the weights are on the floor, about
an inch below the pointer in the frame.
By the use of this device a great deal of annoying
measuring is avoided, as may well be imagined.
Inside Connected Locomotives.
Builders upon the American side of the Atlantic
early became convinced that inside connected en-
gines, that is, those having cranked axles, were more
expensive to build and to keep in repair, than those
with outside cylinders, and required more skill in
counter-balancing; besides being no steadier and no
faster.
The Slockbridge of 1842 had outside cylinders; but
a pair of trailing wheels behind the driving axle
took off considerable of the adhesion. Campbell, in
1836, patented the use of two pairs of drivers con-
nected by a side rod or parallel rod; and in 1844 this
was put into use by Rogers, and became known as
the American type. The same Rogers engine which
first had this arrangement is also claimed to have
been the first to have an equalizing beam between
the driving wheel and the truck.
Outside cylinders were first bolted to the smoke
box, which could be done well because the cylinders
were inclined downwards. But with horizontal cyl-
inders it was necessary to extend the smoke-box
down and give it a base, generally of rectangular
outline with a reinforcing piece around its front
edges inside. Inside cylinders were fastened to the
smoke-box and frames, by means of two castings
which fitted the lower cylindrical side of the smoke-
box and were bolted together Ih the middle. Later,
the smoke-box was given a rectangular downward
projection with a cast iron bottom and a distance
piece; and the cylinders were bolted to the sides of
this projection and to the frames. This developed
a design which added a east iron bottom to the
THE RAIL'WAY MASTER MECHANIC.
ESI
1 rrp^i^X
b&
BLOWKK VALVE-MANHATTAN ELEVATED RAILWAY.
smoke-box. Next the bo.x was kept cylindrical and
a heavy bed casting was bolted to its lower side; hav-
ing passages for the steam and exhaust pipes cored
in it; the cylinders being bolted to its sides. This
was followed by the plan now in general use, of
making the saddles in halves bolted to the bottom of
the cylindrical smoke box on the topand together in
the center, each casting being made in one piece
with the cylinder on that side.
By 186-5 horizontal cylinders were the rule.
BLOWEE VALVE -MANHATT4N ELEVATED KAILWAY.
The peculiar nature of the
roads in New York has le(
of the blower valve which i
companying cuts, the object
service on the elevated
to the design and use
e illustrate intheac-
sought being rapidity
of manipulation. With stations only about one-quart-
er of a mile apart, the necessity for using the blower
valve during a portion of the trip, soon demonstrates
the valvo operated by a screw to be a nuisance, for it
takes too long to open or shut it. Hence the need of
one such as we illustrate. Here the valve is operated
by a lever and can instantly be opened wide or closed.
The valve itself is a shell about two-thirds of a cyl-
inder in section, with a port cut in it, and fitted with
a small bridge for the attachment of the valve stem.
The steam enters through the top of the valve case
as it stands in the cut, and the pressure therefore
tends to keep the valve tight against the lower half
of the cylindrical chamber in which it slides, there-
by preventing leakage. The end of the valve stem
is slotted on opposite sides and dropped over the
bridge in the valve. This design has been in use
for some time now and has given excellent satisfac-
tion, having entirely superseded the old form of
valve.
Expiring Railway Patents, March, 1890.
[Furnished bj- F. H. Brock, imtent attorney, IWy F. St.,
Washington, U. I',. These patents are now free to be man
ufactred by any one. Copies of anv patent furnished by
Mr. Brock at 15 cents.J
Railway car, i:«,3.i9, H. Buck.
Car roof, 13«,.W9, J. C. Wands.
Car ventilator, 136,.t02, C. C. Oerhardt.
Locomotive, 136,729, W. S. Hudson.
Locomotive cylinder cock, 13tj,724, C. H. Hopkins,
Lococomotive exhaust nozzle. i:i«,6I9, G. W. Richardson.
Locomotive relief valve, i:Jt),«ls, G. W. Richardson.
Handcar, 136,R.W, D. M. Hunt.
Snow-plow, 136,709, T. A- Davies.
Car replaeer, 137,863, H. Voth.
" Berryman.
Car wheel, 137,286, Wakefield i
NOVEL FLAT CAK— N. Y., P. & B. EY.
In our last issue we spoke of a novelty in Bat cars
that was used about the Valley Falls shops of the
New Y'ork, Providence & Boston Railroad. We give
an illustration of this car herewith from which a
more exact idea of its construction may be obtained.
It is about the usual length, and over the trucks is of
the standard height. But it will be noticed that
dropping down between the trucks the floor is just a
few inches from the top of the rail. This car has
proven of great advantage in the loading of heavy
materials and machinery, and transferring switch-
ing houses, etc., which have to be loaded from the
ground.
EEICSSONS METHODS OF WOEK,
Ericsson's strange life and wonderful work com-
mand the interest of every man of a mechanical
turn of mind. To every such man the following ac-
count of his methods of work will, we are sure, prove
notonly interesting but inspiring. The article, which
we find in the American Machinist, was written by
Prof. C. W. MacCord, who writes apparently as one
who had personal acquaintanceat some time with the
inner professional life of the great inventor. For the
tac similes of Ericsson's sketches we are also indebted
to the American Machinist:
In many of the notices relating to Capt. Ericsson,
which appeared in various periodicals soon after his
death, he was spoken of as passing the most of his
time "in his workshop, surrounded by his models
and his tools." The picture thus presented to the
mind is that of a mechanic of inventive turn, but de-
fective imagination, working by tentative methods,
and mainly busied in constructing Experimental
models.
On account of the haste necessarily attending the
production of such notices, it would be unreasonable
to expect perfect accuracy in all particulars; but by
no chance could anything be farther from the truth
than this; for he possessed in its fullest development
that imaginative power which enables the designer
mentally to see, with perfect distinctness, the form and
proportions of whatever he wishes to have made;
and was the last man on earth to have need of a
model, either to convince him that a scheme would
work, or to show him how a machine would look.
The popular idea of a "working model.'' as the first
step toward a construction on a practical scale, was
in his case exactly reversed; models to be sure he did
have, and very beautiful ones too; but they were
made after the machines were built, and by the most
skillful workmen he could find. When applying for
a patent he would frequently order two models, one
of which was sent to Washington, while he retained
the other — not for his own gratification, since he re-
garded such things as mere toys — but because they
were of use in explaining his designs to others. Let
the reader then imagine a large, comfortable, neatly
furnished room, with three windows facing the north;
at the western end a fireplace (for stoves he would
have none); in front of the eastern window a table,
upon which were placed his drawing board, and a
few well worn but well made instruments, and he
will have a tolerably correct idea of the "workshop
and the tools" of John Ericsson. And of the models,
too, so far as his surroundings were concerned; for
none of them were ever kept here, with one tempo-
rary exception.
The captain's accomplishments as a draftsman
were phenomenal. His beautiful maps early won
him great distinction in his native country, and the
exquisite finish of colored drawings made later on
amply attested his mastery of the brush. But dur-
ing the last thirty years of his life he did not take
the time to put his lines in ink; to use his own
words, "I do not make drawings any more; I only
make marks." They were not, however, mere gen-
-N. Y., P. & B.
NOVEL FLAT CAR
TheIow.\ Hol.se has just passed a bill requiring
railways to equip their engines and cars with auto-
matic couplers and brakes. All new cars and all old
cars fitted with new draw-bars must have automatic
couplings; after January 1, 18'J-5, no Iowa road can use
any cars of its own not so equipped: after January 1,
IS92, all locomotives must be equipped with driver
brakes; after January 1, 1893, all trains must have a
sufficient number of cars equipped with power brakes
to give control of the train to the engineer; penalties ' 'he lines were such
are provided for non-compliance to this law, but the I upon' 'a'"heet orii
railways are left free to
lives that are not equipped as
The bill is exi>ecled to pass th
eral schemes intended to give his assistants an idea
of what was to be worked up, but were in reality
drawings, coranletc in detail, with outlines firmly
penciled, often "shaded here and there to bring out
the form of certain parts more distinctly, and accu-
rately laid out to scale; so that, if time pressed, any
part could be at once traced and the work put in
hand, which was often done, even when finished
drawings in ink were subsequently made by his aids.
And if crowded for space he not hesitate to super-
pose one view upon another', always provided that
not to be confounded with each
e would often put much more
"marks" than could be done
I cars or locomo- I when it was copied. Some idea of the dexterity
ired by the law. j with which he manipulated the few instruments
ate also. which composed his later outfit may be formed from
I the fact that the portfolio of this work, executed
THE RAILV^AY MASTER MECHANIC.
during the last six months of his seventieth year,
contained 48 double elephant sheets. It is true that
the captain devoted more hours per day to his work
than most men do or can, and there is no doubt that
his mental store of precedents, gathered during his
long previous practice, enabled him to dispense with
many computations; but, on the other hand, he con-
ducted an extensive correspondence, he contributed
articles to scientific journals, he was much engaged
in abstract physical speculations; when all is said,
then the fact remains that he produced working
drawings with a rapidity probably never surpassed,
if, indeed, ever even approached. It is not to be un-
derstood that his assistants were all employed solely
as copyists; there was plenty of other work for them
to do, for which he furnished the groundwork in the
form of rough and ready sketches and verbal in-
structions: but the proportion of this was far less
than is common among constructing engineers, for
quent-e was that he drilled his staff to a high degree
of efficiency, so that, with his own mighty shoulder
at the wheel, it is probable that, when he was busiest,
so much work was never before accomplished with so
small a retinue at headquarters. He also insisted
rigorously upon having his plans followed to the let-
ter; his drawings were complete to the smallest de-
tail, and he would tolerate no deviation; in which he
was clearly right, since the whole responsibility
rested upon him. He argued that if an inch were
given in this dii-ection. an ell would be taken, and
the result would be endless confusion and uncer-
tainty. An amusing incident, illustrating his per-
tinacity on this point, occurred during the building
of one of the larger monitors. His outside superin-
tendent of this work— a very presuming and con-
ceited individual — came one day with a beaming
countenance to report concerning the engine bulk-
heads. The rate of progress was quite satisfactory.
FAC SIMILES OF SliETCHES BY ERICSSON.
which reason the world at large, however well in-
formed as to the number, variety and magnitude of
the things he accomplished, has not and never can
have any adequate idea of the prodigious amount of
labor which he personally per-formed. Much of this
labor he might have saved himself, but he did it
from preference. He loved and thoroughly enjoyed
the work, for one thing, but besides, he was fastid-
ious in regard to details, of which his arrangement
was masterly; in working them out he displayed an
inexhaustible fertility, as well as a marked origi-
nality, by which his designs are strongly character-
ized.
On putting one of these sheets into the hands of
an assistant. Captain Ericsson invariably accompa-
nied it by explanations which were very models in
every way — brief, lucid, and complete. Not a single
point was overlooked, and he was not satisfied until
It was clearly understood. But it must be compre-
hended then and there, and it must be remembered,
too; once a plan was delivered, he had an intense
aversion to repeating the explanation. The same
qualities characterized his instructions to those
whom he employed to superintend the construction
of work in progress; and it hardly need be said that
so finished a draftsman was minutely critical as to
the execution of plans made for him". The conse-
but he could not refrain from stating, with a self-
satisfied air, that he had had the rivets headed up
with a button-set, as he thought that made a better
finish. -'Ah, indeed!"' said the captain, "how many
have you put inV" The superintendent pointed out
on the di-awing how far. he had gone. "And they
look well, do they?" continued Ericsson, to which of
course he received an eager and emphatic response
in the affirmative. "Very well; now to-morrow you
will be good enough to have them all cut out, and
replaced by others riveted up with the hand-ham-
mer, with a conical finish, according to the draw-
ing." And this unexpected instruction the crest-
fallen man was obliged to execute.
The power of forming a clear mental picture of a
proposed structure, which all designers must pessess
in a greater or less degree, would seem in Ericsson to
have been abnormal. With nothing to guide him
but a sketch upon a small'scale, much of it often
free-hand, he would furnish full-size detail drawings
with astonishing rapidity. And what was more re-
markable, it apparently mattered little to him
whether they were made in sequence or not; he
would send out first whatever was most needed in the
shop. If the pattern makers were running short of
work he would supply plans for castings, but on a
hint that the blacksmiths were idle he would put
wrought-iron work in hand. Etch piece, too, was
complete when he sent it out, and his mastery of de-
tail was seen in the fact that, even when working in
this seemingly disconnected way, he allowed nothing
to look like an afterthought. It often happened that
here a bracket on a cylinder, there a squared collar
on a rock-shaft, puzzled the workmen, who could dis-
cover no use for it, but in the end it invariably
proved to have a very evident use, and the parts
fitted to it harmonized with the rest of the machine,
making the whole structure neat, compact and well-
balanced. Thus half an engine might be well under
way before the other half was planned, a general
drawing of the whole not appearing until the parts
were to be assembled in the erectlng-shop; and it
was this peculiarity in Ericsson's method of work
that accounts, in part at least, for the rapidity with
which projects under his supervision were pushed
to completion. And it was a peculiarity in which
he had nothing to fear from rivalry; to secure in this
way not only freedom from error in the various
members, but also the due relations of form and pro-
portion between them, demands a persistence and
also a clearness of mental vision, for which we may
seek elsewhere in vain.
Now it may be urged that this is not the best way
to attain the best results; that it is desirable to have
the whole design so far complete before the construc-
tion is begun, that a general plan can be furnished
for the guidance of the shop superintendent, who,
thus knowing what parts are to be fitted to each
other, and the relations and functions of all, can di-
rect the work more intelligently, and with greater
confidence. This is in. many cases very true, of which
Ericsson was perfectly well aware, and he adopted
that course upon occasion.
Thus, in the years immediately preceding the out-
break of the civil war, numerous applications were
made in this and other countries for licenses to man-
ufacture the "Domestic Caloric" engine. The proc-
ees of blue-printing was then unknown, and the
multiplication of tracings became excessively labori-
ous; accordingly, a complete set of plans, general
and detail, was made for each of the two sizes of
that engine most extensively used; these were litho-
graphed, and a copy of each set was forwarded, with
the license, to every new applicant. So, again, when
the whole of a small engine or piece of mechanism
could be advantageously worked out at once, it
would be done; but the course first indicated was
his usual one in executing larger or more compli-
cated designs. It is not, however, by any means to
be inferred that in all cases a single sketch was made
to answer all purposes. When haste was not too
urgent, he would in the evenings cover sheets and
half sheets of foolscap with supplementary sketches
of minor parts, accompanied by notes, comments and
calculations; graphic memoranda, which often he
alone could use, and not at all such as he would fui--
nish for the guidance of an assistant. In relation to
these calculations, it may be said that one factor of
his rapidity in designing details lay in his aversion
to over-refined formulit. Quick to distinguish be-
tween essentials and non-essentials, he saw that the
effect of the "practical coefficient" was substantially
to obliterate the minute elements sometimes found
in formula? whose abstract correctness he did not
pretend to question; and these he would neglect ac-
cordingly. Again, his mind by nature inclined
strongly to geometrical in preference to analytical
reasoning, and he largely employed graphic methods
as the more expeditious, while still giving results of
sufficient accuracy for his practical purposes.
Of experimental engines, particularly those actu-
ated by hot air, Captain Ericsson made a great num-
ber; but these were in no sense models. It is easy
to see that of two different arrangements, one may
be the better in respects and for reasons which can
be determined only by competitive trial upon a rea-
sonable working scale, and for a considerable time.
Having thus tested one arrangement to his satisfac-
tion, the captain displayed a singular facility in
transforming it into another by alteration of details,
without affecting the unity of design apparent in the
engine as a whole. It was not the question whether
the one or the other would work, but which would
be practically the better; that decided, and not be-
fore, he would be ready for the model and the patent.
He exhibited also an equally remarkable ingenuity,
as well as marvelous fertility, in devising the endless
variety of mechanical movements which were em-
ployed in these and other engines. Many of these
are" of striking beauty, and all are characterized by
the simplicity of the meaus used to attain the re-
quired result; in this field he took the greatest de-
light, and it was here that his pride in originality
was most clearly shown; if the end in view were one
which had been reached by others in any way, it
would seem that the knowledge of that fact was to
him a sufficient reason for seeking a new one. Here,
too, he gloried in his mastery of geometric and
kinematic principles— no deduction or discussion of
equations, no juggling with signs and symbols led
him by tortuous paths to a formula that must yet be
translated into the graphic tongue; to watch him
was a liberal education in this branch— a few rapid
twirls of the compasses, a few swift strokes with
the pencil, and with incredible speed his scheme was
THE RAIL^VAY MASTER MECHANIC.
set out, his point was reached, and as lif once de-
clared in round set terms, "What I cannot prove bj-
geometry, I will not prove at all."'
In this also he recognized the futility of over re-
finement, and the fact that close approximation is
often practically as good as absolute theoretical ex-
actness. He saw more clearly than many the diffi-
culty of securing in the actual running, particularly
of heat engines, the precise conditions upon which
the constructioh of a movement was based; or at
least he treated it with greater deference. The
effects of the necessary freedom in fitting of rapidly
moving parts; the effects of wear in altering dis-
tances of keying up; the unknown and usually over-
looked effects of expansion upon the relations of var-
ious members, which makes a hot engine different
from a cold one; these and like things, which might
conspire to derange the niceties of a precise move-
ment, were duly considered. Then the proportion that
a given deviation would bear to the general result
being taken into account, the practical side'of his
nature asserted itself; he planned engines, not for
the mere gratification of his mathematical instincts,
but to run, under ordinary working conditions; and
he was not the man to retain an avoidable complica-
tion for the sake of an inappreciated advantage.
In nothing, however, was the supremacy of Erics-
son so absolute as In the simultaneous management
of several different projects; for he possessed in me-
chanical matters a mental power anologous to that of
Philidor and Paul Morphy in relation to the game
of ches,s. Those celebrated players certainly did not
conduct a number of games at once by simply remem-
bering, in the usual sense of that word, the various
moves which they and their opponents made; nor is
it conceivable that any mere mnemonic effort could
have enabled the captain to carry in mind, as he did,
not only the details, but the dimensions of several
engines in stages of progress. It was apparently a
matter of perfect Indifference to him upon which he
was engaged; with surprising facility he would drop
one and furnish for another any required part, thus
advancing the work upon all with equal rapidity,
and this without sacrificing in any one of them
either the unitv or the prculiarity of its own special
design. Not that he would trust to his memory, al-
though on these points it was almost never at fault,
in relation to those parts which were to be fitted
to each other, being far too cautious for that; about
such things he was accustomed to say, "'You have no
right to think, you must know." And, accurate as
were both his work and his memory, he avowed that
"the easiest thing a man could plan was a mistake,"
and took especial pains to detect as well as to avoid
errors; he never would send out a tracing without
testing it by comparison with its associated drawings.
Memory, however, could not have been the chief
factor in these remarkable feats, which can hardly
be accounted for otherwise than by supposing that
there existed in the minds of the chess players, and
the designer, persistent as well as vivid mental pic-
tures of the various boards and different engines.
It will be perceived, then, that Captain Ericsson
for the most part aimed at the greatest possible ex-
pedition in completing any given piece of work, and
adopted methods which were most conducive to
that end. Some of his most important projects were
carried out under circumstances requiring urgent
haste; thus, the imagination shrinks from consider-
ing what might have been the consequences had the
Monitors not been begun until a complete set of
plans had been elaborated; and again, in relation to
the Spanish gunboats, it is to be recollected that
wars are ended too soon in these days of rapid motion
to admit of any such dilatory modes of precedure.
But when such pressure was not exerted from
without by the very conditions of the case, there
was ordinarily an equal pressure from within. What
was in hand today must give place to something
else to-morrow; he worked continuously, not
only because he liked to, but because he
could not help it. And his selection of his
method was not due to vanity onaccountof his trans-
cendent ability in using it, nor yet to mere impa-
tience of delay, which is a failing In many lesser
minds; it was due to the thoughts of projects yet to
be accomplished, that filled his teeming brain and
pressed forward to realization in their turn. The
sluggish stream of the meadows may be content to
await the formation of the placid mill-pond, whence
stores of power may be drawn at leisure; but the im-
perial mind of Ericsson was like the rushing tor-
rent of hia own Swedish mountains, which, im-
pelled by the resistless force of perennial springs, no
obstacle can retard.
The bill introduced by Mr. Flower, of Now York,
in the house of representatives, to compel the use of
automatic couplers and air brakes on all the railways
of the country after November 1, 18!fJ, should not
pass, for it does not give sufficient time in which to
meet its requirements. We favor national legisla-
tion on this subject, but nothing of the radical na-
ture of this bill.
STANDARD TANK, FALL BKOOK COAL COMPAN?.
The general form and leading dimensions o' the phia.
standard tank of the Fall Brook (..'oal Company's j The shop equipment is not remarkable, except for the
lines, of which Mr. William A. Foster is superin- | to'a' absence of cranes. The draughting room, pattern
tendent of machinery, are shown in the accompany- j ^'"'l' """* "'°°'' working department are above the machine
ing cut. This tank has been found very valuable ^^°}''
for consolidation engines pulling heavv trains, on ac- ! . ^'"= '"'l"' '"? """^ ^"^ ^"'^^^ ^^"^ "'•« ''" " ""•»'' »>""''•
count of their large water and coal capacity. When i s.frh.'/^.flr'Th '" n "'"^"'"V""^- I'f f'""'^ "'""S
" ,,,,.,. I Spring street. The smith shop contains eight forges and a
full of water and with an average load of coal, these i s„all steam hammer. The foundrv, which
tanks weigh 40 tons, there being 17 tons of water is near the boiler room,
and S tons of coal. i Most of the locomotives belonging to this road are wood
The tank is built wide enough to project half an burners. Some few, however, burn soft coal. Some of
inch over the frame on each side; this renders re- ">^ ^^O'' hurning engines have the extension front end.
pairs to tank easy and leaves no place to catch coal.
It will be noticed that the space between the legs in
front is made wide so as to carry more coal in front.
In building the tanks no caulking is done except
when the angle irons butt together. A strip of to
building paper 3 in. wide is placed between the plates
leaving a narrow strip outside the plates; when the
plates are riveted together the edges cut the paper
off flush with the outside edge. Since using this
method of construction Mr. Foster has had no trouble
whatever with leaky tanks.
A 4 in. cast iron pipe, flanged on both ends, is i
placed in the center of the tank, about 4 ft. from the
back end; this keeps the top of the tank free from
water which may flow over when filling, and also
serves as a good stay between the top and bottom of
the tank.
The M. C. B. standard axle, oil box, brass and key
for 60,00<l lbs. cars are used in the trucks of these
tanks.
COMMUNICATIONS-
To thu El
The Shops of the South Carolina Hallway.
lit.ir of the Bailwaj Master .Mwliiinic:
AlKEX, S. C. March 8, 1890.
As your paper has from time to time described railway
shops in different parts of the country, it occurs to me that
a brief description of those of the South Carolina Railway
Company might perhaps be of interest to some of your
The South Carolina road is of interest mainly from the
fact that it was the first railway in the United States built
from the first to be operated by locomotives. It was for
this road that the late Horatio Allen, in 18:i0, designed his
double truck locomotive, which was built the following
year at the West Point Foundry, Cold Spring, N. Y. At
present the road operates 346 miles of 4 ft. 0 in. gauge
track, and has 441 locomotives and i*:« cars.
The shops, which are in charge of Master of Machinery
J. H. Agnew, are located in CharlcsKin, S. C. The ma-
chine shop, which is a long rectangular brick building, ex-
tends along Meeting street, the entrance being on Spring
street. Immediately to the right of entrance is the master
mechanic's office, adjoining which is the store-room. .
the further end of the shop is the cngine-ro-jm, wtiich co
tains a single eccentric horizontal engine, an independent
cut off beam engine, built in issi by Harlan & Hollings-
worth, Wilmington. Del., and a fire pump. The boiler room
adjoins the engine room, and is built out at right angles to
the shop. It contains a large return flue, wagon {op boiler,
fed by Sellers' injectors. Both the toolroom and the erect-
i ng shop are built at right angles to the machine shop. The
The New England Club and the M. C B. Coupler
Til Ihc Editor of the Uailwav Masti-i ,Mcchiini<-:
I have read with a great deal of interest the reports of
the discussion on car couplers by the New England Club.
As I have, on another occasion, said, my admiration and
respect for the M. C. B. Association and its membership
is almost unbounded. I look on the master car builders as
a very superior class of men. The association has done a
wonderful world of good. The devotion of its members to
the best interests of the railroad companies they represent
is worthy of all praise. Still I must confess I was— I am
disappointed, yes, grieved and surprised, at what was said
at the last meeting of the New England Club, made up
largely of members of the M. C. B. Association.
But Mr. Editor: I remember I was born, and grew to
lihysical manhood, in New England. I remember how I
too used to think that all the world did indeed revolve
around the New England metropolis. Forty-two years of
a citizenship in this great west— while it may not have
changed my physical make up, has given to my mental a
little more liberalization, to say the least. I have learned
that there are brains outside of New England.
But seriously: What would the New England Club have
us do' Does it think that this great American people arc
still and see its young men cut down by the thou-
sands yearly, while the master car builders take up and
discuss this question of safety couplers again for an-
other ten years; Is there any assurance that they would
not oppose every progressive step, unless indeed it first
had its birth in New England ;
No, no. The terrible facts are now before the public.
Railways must use the best known appliances or they must
and will .be held responsible. While the writer appreciates
the gravity of the situation and the importance of making
no mistake in choosing these safety appliances because of
the great expense, yet when he realizes that not less than
6,000 of our strongest and best young men must yearly sac-
rifice either life or limb to the old link and pin coupling
and hand brakes, so long as they are allowed to remain in
use, he has no hesitation in saying that they must go, and
if his efforts are successful legislatures will say that they
need not stand long as to the "order of their going" either.
Humanity is on our side. We know that the right will
prevail. If the M. C. B. coupler in its present form and
make is not the one that will prevent this inhuman work
done by coupling cars, we know that there are brains
enough in the Master Car Buildei-s" Association to change
and perfect it so that it will. It matters not to the public
or to the writer whose or what typo of coupler is eventu-
ally used. But we do demand that some one must be used
that will lessen this fearful butchery.
It avails nothing to say that it is more dangerous to
link and pin draw-bars. We expect this to be so, and be
cause it is so is the very strongest argument that the change,
when once decided upon, shall be made in the shortest pos-
sible time. If the New England Club wants votes from
trainmen, I can furnish them. I have the documenu that
s|)eak for from l.i,000 to ao.Oim of these men who are every
day pulling pins and twisting brakes, and paying not less
than a quarter of million of their hard earned dollars an-
nually to their brothers who are injured and killed in do-
ing this work; and that say they want to see the M. C. B.
coupler tried now that Is decided upon as standard.
With the history of the action of the Master Car Build-
ers' in adopting a standard automatic coupler, and the sut>-
sequent work of the roads in approving of this action before
t it, what court is there but would hold a road liable for in-
I- I juries received in coupling cais that had not the standard
couplerson— a reasonable lime having elapsed for making
It does strike an outsider as being a little laic for a mem-
ber of the M. C. B. Association to accuse the committee on
car couplers of using undue means. No matter what the
different members of that committee thought, their rc|iort
came before the convention, and there was no minority re-
THE RAIL^WAY MASTER MECHANIC.
BRAKE ARRANGEMENT FOR A CONSOLIDATION ENGINE WITH CLOSE WHEEL SPACES.
port. That report was adopted by a two-thirds vole. Then,
after 90 days the managers approved of this same vote by
over a two-thirds letter ballot. There was ample time in
that 90 days for consideration and investigation. There
have been two conventions since. No master car builder,
eitner for himself or at the request of the management of
the road he represents, has seen fit to make any move on
the floor of the convention to disturb that action.
Taking it for granted that all was done in good faith, I
am now trying to get state legislatures and congress to re-
quire by law the use of such safety standards as the roads
through their own agents and representatives adopt, and
what is more, I have every reason to believe that it will be
Braking a Consolidation with i
L S. Co
Wheel I
New Yoiik, March 15, 1890.
To the Editor of tlie Kiiilway Master Mechanic:
1 send you an illustration of a brake built by the Beals
Railway Brake Company for a consolidation engine with
close wneel spaces.
It will be remembered that at the master mechanics'
convention, last year, the driver brake committee recom-
mended that for locomotives a "sque-;ze" brake (i. e. two
shoes to a wheel) be used wherever practicable, and they
also demonstrated, by experiments at Burlington, that a
squeeze brake had 4.5 per cent, more stopping power than a
one shoe "spread" or "pull" brake. These results are given
on i)agett8 of their annual report. Such an immense ad-
vantage in the stopping ability of a brake was alone enough
to justify their recommendation; but I apprehend it was
not the only reason that controlled their choice. Brake en-
gineering is beginning to be a little better understood
amongst master mechanics, and they no longer judge a
brake by its power to slide the wheels. There is a demand
for a higher grade 'of efficiency growing up, which is en-
forced by the increased weight, higher jiressure and speed
of our modem engines. Light is also breaking in on the
effect of the driver brake in lessening or increasing shocks,
und the power that a weak orinefBcient driver brake has to
aggravate this evil Is now more clearly perceived.
The necessity of having the engine up to the highest
grade of efficiency (which is understood to be 80 percent,
of the wheel weight) is gradually being established. Such
an engine as the one illustrated, designed originally for the
Ontario & Western Railroad, weighs, together with its ten-
der, 88 tons— fiO tons on the engine and 2S on the tender.
To properly control such an engine as this with SO per cent,
of wheel weight in brake shoe pressure, requires a 70 ton
brake, or 48 tons upon the engine and 33 tons upon the ten-
der. On the engine there are eight wheels, and to distri-
bute 4.S tons equally uiJOn eight wheels requires 0 tons to a
wheel. But no brake engineer would jiut any such pres-
sure as that upon one shoe, upon one side of a wheel. It is
therefore impossible to approach maximum efiflciency with
a one shoe brake; and this is the second reason why the
master mechanics recommended the two shoe or "squeeze' '
brake; because it solves this difficulty by the use of two
shois with 3 tons upon each shoe; the wheel being
"squeezed" between them, the pressures are made to neu-
tralize themselves and there is no strain upon the journals
or frames.
The brake illustrated is a good example of a squeeze
brake, because in a consolidation engine the necessity of
making the wheel-base as short as i)ossible causes the
wheels to be crowded together, and the difficulty of getting
two brake-shoes into a 3 inch wheel space is here solved in
a satisfactory manner by the use of an "S" lever, which
carries both shoes. The arrangement of the shoes in the
rear wheel space, where there is more room, shows the
normal style of the brake on all engines where there is
room for it. The brake cylinder at the back of the rear
wheel is constructed to give a piston area of 160 sq. in.,
which at 1.5 lbs. pressure gives exactly 13 tons at the end
of the piston rod. The strain of this 13 tons would all
come upon the framing of the engine were it not for the
ingenious arrangement of the cylinder itself. It will be
observed that its position enables it to become a fulcrum
for the rear shoe, and an anchorage also for the fulcrum of
the tender-brake lever, and these two strains act in the
same direction on the cylinder rearward, and their united
strain completely balances the thrust of the cylinder for-
ward, caused by the 13 tons of pressure upon the piston.
At the same time a part of this opposing strain is made to
do the duty of working the tender brake, so that no extra
brake cylinder and fastenings are needed for the opera-
tion of the tender brake. And another excellent feature is
also secured, namely, the certainty of its acting in unison
with the engine brake. This is as it should be. Engine
and tender are practicall.y one vehicle, and the coupling
between them ought never to be subjected to the strain
caused by a divided brake power. A close scrutiny will
show that not onl.v are all the shoe pressures balanced,
but that the strain of the rock arms is also balanced upon
the space bars, so that the brackets which attach them to
the frame of the engine have no strain upon them more
than the weight of the apparatus. The pull rods have
each an equal strain of 3 tons; not one of them has more
than another. The brake is vei-y readily adapted to all
classes of engines and can take any number of wheels in
series, as it does not require brake beams ; it is perfectly
equalized and elastic; its shoes are interchangeable, and
can be removed and replaced in a moment with the fingers,
no tools being needed, as there is no pin, bolt or key. The
brake operates equally well with air or steam, and can be
operated in unison with the train brake.
James Howard.
English and American Cars Compared.
To the Editor of the Railway Master Mechanic:
I noticed some months ago some interesting data in the
Railroad Gazette, furnished by Mr. F. W. Webb, on the
weight and capacity of the standard London & Northwest-
ern equipment. A leisure moment now comiug to me I
have prepared a table showing corresponding data concern-
ing American cars, together with a table making direct
comparisons, which will. I think, prove interesting to your
readers. Table No. 1 comprises Mr. Webb's data; table
No. 2 gives my data, and table No. H my comparison.
It will be seen that the English cars are lighter per capi-
ta than American ones. This statement bears out those
made by many travelers in England and on the continent.
These tables may be interesting for Mr. Dorsey to read
and perhaps he could gain some unprejudiced information
on the subject.
Of course, there are no complaints to be made on the
weights and capacity of American equipment, for the great
difference in the l^f thod of railroading governs the cou
struclion and style of rolling stock, but there is still food
for reflection in this subject. There are many more points
in the details of construction of English cars to be copied.
than have already been, which would be of great benefit to
the American car. The light running gear is quite notice-
able on the English car. The journal box guide or pedestal
is very simple and inexpensive: it is punched out of a %
in. steel plate and bolted to the truck side sill or wheel
piece, and Is without the usual American pedestal tie bar
and stay rod. The long, (> ft., half elliptic springs are at-
tached to the truck frame and journal box in a most simple
manner, and altogether the truck presents a striking con-
trast to the complicated American one. There is one
point, however, to be improved upon, and that Is the un-
usual lateral motion. Outside of this defect, the English
carriage is a very comfortable riding one. The method of
heating is a little crude, but that fact does not necessarily
enter into this discussion, as the construction of the car
has but little to do with the proper method of heating it in
this age of steam heat, which, by the way, is a most adapt-
able system for the English car.
I must confess that I was a trifle prejudiced against the
English carriage until I saw one, and was agreeably sur-
prised with the comfort one could have in them. By the
judicious use of a couple of shillings, a whole compartment
with a lavatory attachment can be secured from London to
Liverpool. The disagreeable feeling of being " locked in "
vanishes at once, and you are compelled to admire the lock-
ing in system, as it plays an important part in the securing
The firm ot Carnegie, Phipps & Co. (limited), is
well-known to railway men as a producer of steel
rails, but it has not been an active or generallj' rec-
ognized competitor in the manufacture and sale ol
other lines of railway supplies. It has now, how-
ever, entered the field as a manufacturer ot locomO'
tive boiler and fire-box steels. The selection of the
recently organized firm of Coolbaugh, McMunn &
Pomefoy by the concern as its general agents has
doubtless caused, or at least hastened, its entrance
into the railway supply field. The members of this
new firm have had both experience and success in
this field, and they would naturally look to it as an
inviting one in their new business relations.
In order that those interested might see for them-
selves how thoroughly Carnegie, Phipps & Co. are
equipped for making steels for locomotive boilers and
6 re-bo.tes, and jcdge whether the steels produced
are of the quality required in railway service, in-
vitations were recently sent out by Messrs. Cool-
baugh, McMunn & Pomeroy to a number of eastern
railway officials to visit as guests the Homestead
Steel 'Works, near Pittsburgh. In the party which
left .Tersey City in a special car the evening of March
fith were the following officers connected with the
operating, motive power and supply departments of
Lcneral superintendent B. & O. lines and
! Philadelphia; R. C. Blackall, superin-
wcrand machinery D. & H. C. Co. ; J. W.
iiL' agent D. & H. C. Co. ; Chas. Graham,
n,,L. &W. R.; W. H. Lewis, division
.■ D., L. & W. R. ; A. E. Fllley, purchasing
Rapid Transit Company of New York;
April, 1890.
THE RAIL^VAY MASTER MECHANIC-
63
ENGLISH AND AMERICAN CARS COMPARED.
! 1.— PiSSEXGEK COiCHES— LOSDOS & NORTUWESTEUX RaII
1 Description of
1 cumage.
Length
32 ft.
!"■
42 ft.
Sf,ain.
7ft.9iu.
7 ft. Kin.
8 ft.
Number of
compartments.
4 flrst class.
4 iavatories.
1 lugsngo.
four.
IS:"-
1 iiiggagc.
seven.
1 iu'ggagi-.
Length of
cumpai'tments
Carriage capacity.
Weight of coach.
1 |42ft., first oluss
7 ft. 4 in.
IkVli.
7. ft. 9'., in.
7 ft. 4 in.
4 ft. 10 in.
5 ft. 10>., iu.
28 passengers.
iTons.C,n.Lhs.
f _39,200,hs.^
23,6.50 lbs.
! 11 17 3
f 23,775 lbs.
carriage.
32 ft., flrst class
.,
20
■J '32 ft. composite
■
70 passengers.
r^^r-
3ll,-J50 1lis.
•| carriuie:
IX 2 2
Table 2.— Os tde Avebage Amekican Fikst Class
KOAI..
j Deeoiiption of
"X
"^^ot"'
Number of 1 Length of
compartments, compartments
Carrying capaeily.
Weight of coach.
] '60ft.4wh.truclt
60 ft,
50 ft.
60 ft.
60 ft.
9 ft. 8 in.
Oft. 8 In.
1 flrst class. ) 45 ft. 9 in.
I first class. 49 ft.
28 passengers.
(Xi,000
1 PBHorcar.
., • '50 ft. 4 wh. truck
58,000
1 flrst class. 40 ft.
1 baggage. 19 ft.
iHls. 1 59f..
1 lavatory. 1
Lft.4...eom-
48 passengers.
SClS.
' "s.;si.r»
72 passengers
64.000
32 tons.
I )ws; pissengerirrespectlve of class.
1 Carriage
Capacity.
Weight of carriage. | Weight per passenger.
Length of carriage.
No. of wheels.
28
24
39.200 1 1400
23,6)0 I 985-3
23.775 1.99-3
36.250 517-8
36.250 1 00O-4
4.5 ff.
35 fc!
45 ft'
•"■•'I
\
TotaK.^..^.
1
216
159,125 ' 736 5
205 ft.
26
promotions. As many of our i-eaders will, sooner oi-
later, visit the Homestead Works and meet these
gentlemen, we give the names of those who took-
charge of and treated with distinguished hospitality
I the party referred to: Mr. W. L. Abbott, chairman;
H. M. Curry, vice chairman: Otis H. Childs, secre-
tary; W. P. Palmer,- general sales agent; E. H.
Utley, general freight agent Carnegie, Phipps &
Company, Limited, and Carnegie Brothers, Limited;
Chas. L. Taylor, superintendent of orders; Ed.H.
Kenyon, general inspector; J. A. Potter, superin-
tendent Homestead Steel Works; W. E. Corey, su-
perintendent plate mill; E.F. Wood, assistant super
inlendent plate mill; T. Berg, chief draughtsman.
An Interesting Freight Handling Plant.
There has recently been placed in the warehouse
of the Southern Pacific Railway Company, at New
Orleans, La., a most complete and efficient freight
handling plant, designed especially for handling
barrels of sugar, bogheads, etc. The outfit consists
of four endless elevators, arranged to take the bar-
rel from the receiving floor to the floor above, either
for storage or delivery.
Each elevator consists of two continuous strands of
heavy link - belting with attachments, carrying
curved arms which conform to the contour of the
barrels. These arms as the belt travels upward
catch the barrels as they are rolled into position on
skidway properly placed, and carry them to the
28
60
-2
64.000
64,000
66 ft.
66 ft .
Total...
■im
2.52,000
1,211-5
254 ft.
:i2
Train based on uur
Wm. A. Foster, superintendent motive power Fall Brook
Coal Company: W. L. Hoftecker, superintendent motive
power C. R. of N. J. ; G. W. West, superintendent motive
power N. Y., O. & \V. R. ; Chas. A. Draper, purchasing
agent N. Y., O. & VV. R. ; W. C. Ennis, m-aster mechanic N.
Y., S. & W. R. ; LaMott Ames, superintendent of motive
power B C. R. ; E. T. D. Myers, Jr., general agent Rich
mond Locomotive Works.
On reaching Pittsburgh the party wsis taken charge
of by representatives of Carnegie, Phipps & Co.
Munh.ill, where the Homestead Works are situated,
was reached about IU o'clock a. m., and the next few
hours were filled to the brim with most interesting
and profitable sight-seeing. The arrangement of
the different parts of the works is such that one can
follow the details of the processes from the molting
furnaces to the inspection and test departments
with the greatest ease. And one, visiting these
works, realizes vividly how imperfect and unsatis-
factory any written description of such machinery
and process is, compared with the sight of them. To
read of a set of rolls which will take in an ingot 4 ft.
x4 ft. (i in. and weighing 2-5 tons and reduce it to a
slab 11 by 3 in. in section, or of a shear which, with
a pressure of .S,()00tons, cuts a section 48 by 24 inches,
is vaguely interesting, but to see these tremendous
engines at work is a startling experience, the vivid
remembrance of which is inetTaceable. And having
followed the processes— from the eight open hearth
furnaces which, altogether, can pour 2.">0 tons of
melted Bleel per day into the ingot molds to the mill
in which the ingots are rolled into slabs, then to the
shears by which the slabs are clipped and trimmed,
then to the plate mill where the reheated slabs arc
rolled to any thickness and width desired from
S of an inch to 3 inches thick, and up to !) ft. Sin.
wide and of weights up to six tons, and having
paused at every step of this wonderful progress to
look at the colossal cranes which lift and carry these
weights and shapes of steel and the vast engines
which give the tremendous mills their power— to
one who has followed these processes from beginning
to end a common rust discolored steel plate in anj
hardware store becomes, thereafter, an object of
genuine interest andanawakenerof wonderful mem
ories. And it is a fair question, whether one who i:
in charge of railway shops and rolling stock is com
pletely educated and fitted for his position if he has
never seen such processes.
It is only in the railway field that the boiler and
fire-box steels produced at the Homestead works are
comparatively little known. In other fields these
steels have long been prominent, and it is because of
the high reputation which they have attained — espe-
cially in the naval department of the United States
government— that they are confidently ofl'ered to
meet the requirements of locomotive service. For
some years the boiler steel produced at these works
has been largely used in the navy, and in the cruisers
now being built it is specified almost exclusively.
Kvery one knows that the tests prescribed by the
department of the navy for such steel are most ac-
curate, careful and severe. A boiler steel which
meets the government tests is equal to any service.
In the earlier contracts filled by these works a con-
siderable percentage of the plates was rejected. But
the high tests which had to be met were an educa-
tion ; the percentage of condemned plates grew
steadily less, so that, at present, it is insignificant.
.•Vnd in learning to produce, regularly and uniformly,
steel plates which meet the requirements of the
naval department, it is believed that the manage-
ment of the Homestead Works have become able to
make steel which is thoroughly .suitable for locomo-
tives. There could be no better school— and a day's
visit at the works will satisfy one that the scholars
have been apt. Every plate must run a gauntlet of
inspections and final approval means that it has en-
dured successfully a series of rigid tests in which all
its qualities have been judged.
While those in charge of Carnegie, Phipps &
Company's interests and the various departments,
into which the works referred to in this article are
divided, are by no means juvenile, still they are all
comparatively young men. Most of them have
reached their present positions through
floor above, and there thc\ are dcln i cl lUnnntK
ally onto skidwais,iithen lolling aw.ij in /n pi n,c
to the bat rels which follow Thcie isscaiccli an^
limit to the capacity of this kind of elevator, as the
carrying arms may be placed close together so
that oven should it be necessary to run the eleva-
tors slowly, the different arms make their appear-
ance with such regularity and frequency that the
only difficulty is in getting the barrels assembled
quickly enough to tax the full capacity of the hoist.
The elevators are each provided with a friction
brake which gives complete control over their oper-
ation. The entire plant is driven by an extensive
manila rope transmission, which dispenses with line
shafts. It transmits ]>owci- not only through the en-
tire length of the building, but across Bienville
street and into the adjoining building, furnishing
power to other elevators of the same kind. The con-
ditions of this drive, covering a distance of some 400
feeft, could scarcely be met by any other form of
transmission, and by no other form whatever with-
out much greater expense.
The engineers who planned and erected the whole
plant, the Link-Belt Machinery Company, of Chi-
cago, have put up numerous plants of similar de-
scription, which offer the best solution of the freight
handling problem.
rHE RAILWAY MASTER MECHANIC.
A NEW STORAGE BATTEBT CAB.
During the past month the village of Pullman,
near Chicago, has been the scene of many interest-
ing exhibits of the operation of an electric car oper-
ated by the storage battery. The car has been run
over a piece of track built by the Pullman company
for experimental purposes, and full of very sharp
curves. During some of the tests made these curves
were not the only obstacle to free running for por-
tions of the track were covered half an inch deep
with mud. The car has easily met every call made
upon it to overcome these severe conditions, and has
easily speeded up to the point where the shortness
of the tangents called a halt on the score of safety.
The speed is under admirable control, being readily
graduated at any point from 25 miles per hour down.
The car picks up its motion quickly, yet so very
gradually as to give no jump or shock whatever;
and il has been started and stopped in a measured
distance of one inch. This particular car has 84
cells, weighing about 4,800 lbs.; although in future
cars fewer cells will bi used. The ear weighs lo,-
1)00 lbs.
The battery used is the well-known Detroit bat-
tery. The motor mechanism is that of Mr. A. A.
Ingraham, and will be remembered by many of oui-
eastern readers as being operated some time ago in
Brooklyn for si.x months, the Detroit batteries be- |
ing also there used. The method of transmitting I
power to the driving wheel is novel, and possesses
many points that commend themselves to the me- |
chanic. The armature shaft is geared to a counter |
shaft, which latter carries a frictiou wheel which |
engages with an annular ring cast on the inner sjde
of the car wheels, the ring being of the same diame-
ter as the car wheel. A novel feature lies in the
bringing of the car wheels to the friction wheel which
ia carried between them, instead of bringing the
friction wheel to the car wheels. This is accom-
plished in a vei'y simple mannei-, and, as the move-
ment of the car wheels toward the friction wheel is
but slight in extent — scarcely observable to the eye
—no troubles of the nature that might be antici-
pated are encountered. The whole apparatus is very
simple, and is operated in a simple manner; when
the driver applies the brakes the current is auto-
matically cut ofT. The motor proper, of ordinary
form, is of 7i horse power. The entire mechanism,
motor and all, is hung from the trucks. Mr. Ingra-
ham proposes in future gears to abolish the counter
shaft and carry his friction wheel directly on the
armature shaft.
The batteries used are, as stated, the Detroit bat-
teries, so well known as the product of the Woodward
Electrical Company, but which are now controlled
by the Storage B.ittery Motor Company of Chicago.
It is claimed for these batteries that with an efficient
gear, such as that used now at Pullman, the cost of
power, when 100 cars are used, is something less than
Sil per day per car, and that each charge of the cells
will carry the car for from 60 to 100 miles. The
plates in these cells are formed in the following way,
which, as will be seen, d^^ers essentially from all
other processes of making plates for storage bat-
teries: A mould of the requisite size— say 10 inches
high, 10 inches wide, and 10 inches long— is tilled
with large crystals of common salt. Molten lead is
then poured into the mould. The metal will of
course readily penetrate the spaces between the
crystals, which are embedded in the molten mass.
When the lead cools it is sawed into disks of the de-
sired thickness, and the plates are placed in water
to dissolve the salt. When this process has been
completed the plates are full of irregular cavities of
the form of the salt crystals. The active material,
oxide of lead, commonly known as red lead or
minium, is introduced into the cavities. It will be j An'T'csn Eailway Master Mechanics' Asaociatii
readily seen that as the irregular spaces which had | Location of the Jane Convention.
been occupied by the salt are larger inside than out-
side, the active material cannot drop out. The
plates are shaped and connected in the usual way,
and the positive and negative electrodes are insul-
ated from each other by hard rubber dividers. The
closed end of the divider is put at the bottom, thus
'.ach plate is independently supported by two forks.
l10i;iiLE HEAI
The closed end of the divider holds the lowei' edge of
the plate about an inch above the bottom of the jar.
In this way the possibility of short circuiting by the
accumulation of matter on the bottom of the jar is
prevented.
The special adaptability of this battery for traction
purposes is explained thus by its makers:
"1. The plates possess great solidity, a feature
whica makes it possible for the cell to withstand the
hard usage it is liable to encounter on railroads,
street cars, etc.
"2. The positive plates do not buckle, and the cell
gives no trouble whatever.
•'3. The plates are constructed of porous lead
the pores, which are tilled with the active material
are of a wedge-shaped form so that it is quite im
possible for the parts to be shaken out by the vibra-
tion or jolting of the car.
'"4. These cells will withstand the high rates of
discharge for which they are often called upon in
starting the cars or ascending steep grades."
The purchase of the control of this battery by the
Storage Battery Motor Co. involves the removal of
the business to Chicago. The latter company has
secured works at Hermosa, six miles out from Chi-
cago on the C. M. & St. P., and will occupy them
June 1. The Detroit worKs which have a capacity
of 500 c ills per day will continue in operation until
the Chicago works get fairly running. The Chicago
works will have a capacity of 1,000 cells per day; and
will also engage in the manufacture of dynamos,
motors, etc., and push an electric car lighting sys-
tem which we hope to soon describe. The otficers of
the Storage Battery Motor Co. are as follows: F. E.
Hinckley, president; G. H. Gale, vice-president; G.
M. Greenebaum, treasurer; H. T. West, secretary;
F. G. Holton, general manager.
The executive committee of the Master Mechao-
cs' Association issues the following circular con-
lerning the location of the June convention:
We regret to ledrn that the Lookout Mountain Hotel
Ctiattanooga, where \
..•iiled to hold (
far enough advanced toward (
pleiion to justify us in depending upon it to furnish
necessary accooimodation for the convention. As
Comfort. Va.. %vhere the master ear builders'
will meet, and which will be attended by many of our me
bers, we believe it to be desirable to give the members t
opportunity to vote on a new place of meeting.
Orlando Stew.irt,
Angus Sincl.ur,
Execntive committee.
Slips for votes are sent out with the above circular,
and an early announcement of the result may be
expected.
DODBLE HEAD BOBINO AND TUENING MILL.
The illustration of the 37 in. double head boring
and turning mill given herewith, shows a tool which
has proved to be very useful in railroad and locomo-
tive shops. The company producing it, the Bridge-
port Machine Tool Works of Bridgeport, Conn.,
built one of I'uCse machines to order, not expecting
particularly to ever have occasion to build another,
but the design met with such favor that the com-
pany is now building fully as many of this kind as of
the single head design.
The capacity of this mill is 37 in. in diameter and
33 in. in height. The table is 364 in. in diameter, is
powerfully geared, and has 20 changes of speed.
The teeth on both table and pinion are accurately
planed. The feeds are automatic, and range from
1-32 to I of an inch horizontally, and from 1-4S to 1 of
an inch in angular and vertical dii'ections. Each
head feeds iiidependently of the other. The heads
can be set at any angle, and carry the tool bars which
have a movement of 18 inches. The countershaft
has three pulleys 16 in. in diameter, for three inch
belt, and should run 1.30 and 185 revolutions, both
forward. The tool weighs 7,000 lbs.
A commission house in New York City which deals en-
tirely in supplies for three or four foreign railways recent-
ly ordered a copy of the Official Railway List "because it
contains the advertisements of so many manufacturers of
railway supplies." The List for 1890 will be even more
complete in this respect than any previous edition.
THE RAIL\VAY MASTER MECHANIC.
THE FONTAOre AUTOMATIC TIME SIGNAL.
Mr. Eugene Fontaine, of Toledo, has invented and
had erected on the Toledo division of the Michigan
Central railway a device for which there is a decided
want — one that will show to the engineer how long a
time has elapsed since ihe passage of the previous
train. It does not supply a block but it does atford
great help to the engineer. This signal has been in
daily operation now for -5* months without a single
failure and without any need of repair developing
itself. A similar signal at Spuyten Duyvil on the
New York Central, has been in operation since Janu-
ary 29, over 200 trains per day passing it, with an
equally good record.
The device consists of a dial borne on a post, the
hands on the dial indicating, up to 20 minutes, the
lapse of time after the passage of a train. The hands
ai'e operated by clockwork, set in motion by mechan-
ism operated by the tread of the locomotive depress-
ing a lever by the side of the rail. The shock of the
impact of the tread on this lever is completely ab-
sorbed; and only one shock is received from each
train, as the lever is kept from quickly rising to its
normal position— slightly above the level of the rail
head— by a very ingenious device. The operation of
the whole apparatus is about as follows : The wheel
tread depresses one end of a lever, wtjich is ful-
crumed in an iron bo.>c, the initial shock being ab-
sorbed by a spiral spring; as the other end rises it
pulls up a piston in a dash-pot filled with glycerine;
it is the resistance of the glycerine in this dash-pot
to the return of the piston which keeps the lever be-
neath the rail head practically during the passage of
the train; attached to the inner end of the lever is a
spring arm which, in rising, pulls up a wire rope
which, passing under a wheel, operates a rock shaft
ari-angement in the bottom of the hollow post, which
in turn pushes upward a vertical rod; as this rod
moves upward it raises a lever which in turn pushes
upward a rack bar, the teeth of which engage in a
gear on a horizontal shaft bearing a clock spring.
The revolution of this shaft winds the spring, and at
the same time causes the dial hand to fall to zero,
when the spring commences to unwind and operates
clockwork, which carries the hand gradually to the
20-minute mark. We hope to soon more clearly de-
scribe this device with the aid of illustrations.
On March 18 this signal was shown to a party of
gentlemen, who were taken down from Detroit by
special engine and private car, kindly furnished by
the Michigan Central management.
Among those present were: Robert Miller, assis-
tant general superintendent; D. S. Sutherland, divi-
sion superintendent; E. E. Torrey, superintendent
of telegraph; F. J. Brown, chief train dispatcher;
.1. .1. Ross, chief line repairer, and John E. Smith,
depot master Detroit station, all of the Michigan
Central Railroad; Hon. John T. Rich, state railroad
commissioner of Michigan, and C. B. Conger, me-
chanical superintendent same department; Hon.
George H. Lothrop, Detroit; Adolph Barthell. attor-
ney, Detroit; the following directors of the Fon-
taine Safety Signal Co., of Detroit: Joseph Taylor
and W. K. Anderson, of the Michigan Car Company;
John D. Norton, president First National bank, Pon-
liac, Mich.; D. R. Shaw, banking and lumber, De-
troit, Mich.; C. A.Beardsley, real estate and capital-
ist, Detroit; Russell B. Owen and Eugene Fontaine;
also representatives of the Railway Review and the
Railway Master Mech.ojic. The device was
operated to the satisfaction of all those present,
especial commendation being given to that feature
of the device which keeps the lever down after the
first impact.
called automatic car couplers from which railroad com-
panies were lo select some pattern for use on their respec-
tive roads. Mr. McPhereon called to his aid the services
of many ol the managers and mechanical superintendents
of Michigan, and there is no doubt that each coupler
selected met with the approval of some practical railroad
men. Except by the representatives of some couplers not
in the list, I have never heard the wisdom of the selections
made questioned, considered in the light of the experience
then possessed. The experience of four yeare has, how-
ever, demonstrated, thai few if any of them are of practical
value for the purpose for which they were intended — to
preserve the lives and limbs of train men. The reason of
their failure is too well known to alt of you to require ex-
planation here. One thing may, however, be stated ; that
is, they lack uniformity, without which, any number of
couplers, however perfect in themselves, must fail when
put into service. On January 1, next, the law of this state
requires all freight care to be equipped with automatic
couplers. If the railroad companies go on and comply liter-
ally with the law, but select from different types of coup-
tere, nothing will really have been accomplished toward
reducing the casualties resulting from the coupling of cars ;
and, in the opinion of many, the danger has been actually
increased. The action of a majority of the master car
builders in adopting a particular type of coupler which,
while coupling with each other, is not conhned to:a partic-
ular kind of which some syndicate has a monopoly, and the
action of so many of the leading roads in adopting this type,
leads to the hope that through this action early uniformity
is promised, while competition and experience may be re-
lied upon to remedy any defect which their general use
may show them to possess. For the reasons stated you
are respectfully requested to advise me of your reasons
why all of the following named couplers should not be
withdrawn from the list of those from which companies
may select. This will leave only two now standing as ap-
proved, the Janney and Dowlins, both of the master car
builders' typo. There is no reason why others of this type
should not be approved, and the withdrawal of the accom-
panying list will leave the field clear for the approval of
any new devices presented under the provisions of the
coupler act of 1SS~. Also, if this action is taken, is there
any reason why all railroad companies shall not be required
to equip their cars with this type of coupler as fast as the
cars go to the shops for repair or as new ones are built !
This is an important question which it is hoped each one
of you will consider, and advise this office on or before
April 1 of your conclusions. Those making no reply will be
presumed to favor the action outlined above.
The follo%ving is the list of couplers hereinbefore re-
ferred to:
AIKMAN COUPLER-P. a. AlKM.iN, Detroit, Mich.
BLOCKER— JouN A. Blockek, Chicago, III.
MARIvS-C. E. M.VHKS, Flint, Mich.
PERKY— VV. V. Pekrv, Chicago, III.
AMES— Ames CiKCorpLlxoCOMPANv, Philadelphia, Pa.
THE COWELL— Cleveland, Ohio.
McCKEE^J.VMES McCkee, Lansing, Mich.
Very respectfully youre.
NEW STEEL LANTERN.
Automatic Conplera in Michigan.
On March 1 Railroad Commissioner Rich, of Mich-
igan, issued the following circular, which fully ex-
plains itself. We understand that the replies have
been of such a nature that the action for. shadowed
in the circular will bo taken very soon by the com-
missioner, when the M. C. B. type of coupler will be
the only one authorized in the state:
To General Managers and Superintendents of Michigan
Railroads :
Gentlemen— Id 1886 my predecessor, Hon. William Mc-
Pbersoo, under the provision of law, selected seven so-
We herewith give an illustration of a new steel
lantern, manufactured by the Railroad Signal Lamp
and Lantern Company, of New York, which, because
of its ingenuity of construction, as well as ils
strength and durability, will, we think, be of inter-
est to railroad men.
Tlie entire frame of the lantern is made of steel.
The ring guards are cut from one piece and are
continuous, and
the upright
guards are also of
one piece, extend-
ing from top to
base of lantern.
The guards are
notched and wov-
en together, the
body hook being
burred on a steel
ring and indepen-
dent of the up-
right guards, af-
fording complete
protection to the
oil cup. The ring
guards being
formed with their
la'Tow edge to
ihe frame, form
great resistance
to any lateral blow, and at the same time cast no
shadow and shut off no light.
The manufacturers claim great saving of expense
to railroads in the use of this lantern, first, from its
great strength and durability and second, from there
being no tipped or soldered joints to come apart,
shop repairs being thus done away with entirely.
IMPROVED FACE PLATE JAWS.
Valuable improvements in the face-plate jaws pro-
duced by the Cushmau Chuck Company, of Hart-
ford, Ct., have been made, the details of which are
shown in our engraving. By providing recesses at
each end for nuts, the jaws can be used on face-plates
or plates hnving T slots, and can then, of course.
by loosening
the bolts.
At the same
holes
are drilled
and tapped
in the body
of the jaw,
by which it
can b e at-
tached to the plate in the old w.-iy (as shown by the
dotted lines) if desired. The jaws are reversible on
the plate; the sliding jaws are reversible in the
blocks, and the screws are also reversible, being
squared for the wrench at both ends. The sliding
jaws have parallel grooves the entire length, and
the bearir.g of the screws in them also extend their
entire length. Four of these jaws attached to the
face-plate of a lathe, or to the table of a boring
mill, or drill press, etc., make an excellent substi-
tute for the chuck, especially for the larger sizesot
chucks, t o
adapted t o
face-plates 30 in. to 40 in. diameter, the 12 in. for
larger plates and for the heaviest work. The jaws
may be put on and taken off the plate very easily,
one man doing the work alone, without the use of
tackle of any kind, a great advantage over the
handling of a large chuck. The Cushman Chuck
Co., of Hartford, Conn., can give further informa-
PERSONAL.
Mr. Albert Griggs, who has succeeded Mr. J. B. Henney
as superintendent of motive power of the New York &
New England road, has been for many years master me-
chanic of the Providence & Worcester road, and has made
a good record in that position. His shops at Valley Falls,
R. I., have been much spoken of for their convenience of
arrangement and their remarkable t
The resignation of Mr. J. B. Henney. superintendent of
motive power of the New York ..t New England, was a sur-
prise to all his very large number of friends. Mr. Henney
is recognized as one of the ablest of those occupying simi-
lar positions in this country. He has successfully filled
such positions in both the west and the east, and has made
a record which he has a right to be proud of. He is in the
prime of life, has had a wide experience, and is in all re"
spects fitted to successfully meet large and important re.
sponsibilities in bis profession.
Mr. E. V. Sedg^vick has been appointed master mechanic
of the Mexican National, with headquarters at San Luis
Potosi. Mexico.
Mr. J. M. Lowry, consulting engineer of the mechanical
department of the Chicago, Milwaukee & St. Paul road,
died March 4 at his Milwaukee home.
Mr. James Mackenzie, general foreman of the »vestcrn
d ivision of the Hannibal ,.<c St. Joseph road, died in Chi-
cago on the isth instant of neuralgia of the stomach, aged
en years. At the time of his death he was on his way to
visit his son. Mr. John Mackenzie, superintendent of mo-
tive power of the New York, Chicago & St. Louis road.
Mr. Mackenzie was an excellent draughtsman and a thor-
ough mechanic, and during his business career had charge
THE RAIL^VAY MASTER MECHANIC-
of a number of important machine manufacturing shops in
the west. In ls-S'2 he resigned his position of master me-
chanic of the Kaw ralley division of the Kansas Pacific,
one that be had tilled for a number of years, but which his
failing health obliged him to relinquish. His associates
presented him at the time with a line gold watch, which he
afterward constantly carried. After a period of rest and
travel Ue again resumed active work, accepting the posi-
tion that he held at the time of his death. Mr. Mackenzie
was known as an upright citizen, kind to the men in his
employ, always possessing their confidence and highly
respected in the community in which he lived. His re-
mains were interred in the family burying place at Adrian,
Michigan.
M. C. J. Ranahan has been appointed master mechanic
of the Louisville Southern.
Mr. John Hewitt has been appointed to succeed Mr. J.
Evans, resigned, as master mechanic of the Oregon Rail-
way and Xavigation Company. Mr. Hewitt was formerly
on the Wabash.
It is reported that Mr. H. S. Bryan, formerly of the
Chicago, Burlington & Northern, and later in the railway
supply business, has been made master mechanic of the
Duluth & Iron Range Railway.
Mr. Arthur Crandall, long known in Chicago and to the
northwestern trade, as a representative of the Dunham
Manufacturing Co., has taken the position of secretary of
that concern with headquarters at the Chicago office,
rooms 703 to 707 Phenix Bldg.
THE MARCH CLUB MEETINGS.
THE NOETHWEST RAILROAD ULUB
Discussion on Journal Brasses.
The Northwest Railroad Club held its regular
monthly meeting in St. Paul, March 8, and discussed
" Journal Brasses, " the subject being opened by G.
L. Warren. He read a brief paper in which he gave
the results of some tests which he had made. The
following is the part of the paper which related to
the tests:
The experiments were made with two materials
for journals: one, Norway iron, and the other, ma-
chinery steel. The bearings, four in number, we
will class for convenience as A, B, C and D. A was
composed of six parts by weight of copper and one of
tin. B was composed of eight parts by weight of
copper and one of tin. C was composed of one part
by weight of copper, two of antimony and :;4 of tin.
Each of these mixtures were refined. D was com-
posed of eight parts by weight of lead, and one of
antimony. The pressures per square inch were 100
lbs., 200 lbs. and 300 lbs. respectively.
AT 100 LBS.
Steel Oiled. Iron Oiled. Steel Dr>'. Iron Dry.
A -OBKo -00447 -0147 '0109
B OOaiO 00467 OlOa -0131
C -OlMUO -00300 -0102 -0175
D -am' -txtiao -ooa; -oi69
AT 200 LBS.
A -OW:!- -00)81 0130 -0131
B -003911 -005K; -Ol.-SJ -0142
C -0OS36 -0tM37 • -0135 OlSJ
D -00.-181 -00459 -Ol:n 0175
AT 300 LBS.
A -00473 -00574 -IS* -1150
c'.'.'.'.V.'.'.V.'.r.'.' -00481 -00409 -I'sflll -1370
1) -nam -00.500 1420 -W20
The coetlicient given by Moran for brass upon
wrought iron is -054, while those used for the fric-
tion on ordinary cars are from 6i to IH lbs. per ton.
Experiments by Penn showed that brass upon iron
abraded at 075 lbs. per square inch pressure, while
at 975 lbs. per square inch it sat fast and babbitt
metal rolled out at 1,600 lbs. per square inch.
Mr. G. N. Sceets— The tests in practical service
have proven that the solid bearing on different
railroads once seated to the journal and firmly
secured has given the least friction and makes a dif-
ference of one car in twenty in a train; that is, an
engine can pull one more car after a bearing has got
down to a smooth solid surface, that it can upon
filled bearing. Soft lead will wear the journal much
more rapidly than brass. An antimonial filling
comes nearer to having the least coefficient tor two
reasons. First, that it is hard enough to overcome
the wearing etTect of the soft metal on the journal.
It fills up the crevices that will naturally be in the
iron; it fills up the thread that is natural on a jour-
nal after being'turned and then gives you, after the
filling has worn down to the brass, an absolutely
smooth surface for the journal and thus reduces the
coefficient of fraction to the minimum. A test, such
as described, would not give you the results to be
arrived at in actual service, from the fact that you
do not allow for any lateral motion at all, and there
is a friction in actual service that you cannot obtain
in a test of this kind; so that the test as you make it
here would not be a i*eliable test on which to base
any true opinion as to the road service or actual ser-
vice on a train. As regards the best amalgam of
metal, that is almost an immaterial point, whether
it be 6 to 1, or 7 to 1, or 8 to 1 that you use; above 8
to 1 your metal would probably be too soft and would
wear loo rapidly and would come nearer the same
coeflicient of friction that your hard babbitt would;
and I claim that a 7 or 8 to 1 or phosphor bronze
bearing properly made, lined with a thin lead lining,
sufficient to give you a filling for the spaces that will
occur in any journal, gives a nice surface, and that
the jourcal as soon as it is worn down to the brass,
will give better service, will make less friction, will
last longer and will give better results in every way,
than any other bearing you can make. If you
get a bearing too hard, the result is that the
constant jar from crossings and frogs is liable to
break it. In the driving box it does not cut much
of a figure from the fact that it is in such a position
that it cannot break until it gets thin. The reason
people want the hard metal is because it is suscepti-
ble of a high polish. When once that has been ac-
complished, the surface obtained from it is almost
without comparison. It is hard to compare anything
with it, because they last so long that the time they
are put on is forgotten. Thereare very many differ-
ent ideas in regard to what constitutes the best
bearing. It seems like flying in the face of
fate to attempt to say what would be the best.
One man w-ill tell you that he prefers a filled bear-
ing because it is not so liable to heat; he gets his
cars over the road in better shape. He will admit
that the wear on the journal is a great deal more^
but that does not cut any figure in the case. The
transportation departments wants to get their trains
over the road in time, and if they can only have a
bearing that will reduce the heating to the mini-
mum, they can not stop to figure the wearing on the
journals. They do not figure that a journal costj
fifteen times what a bearing would cost and when
once worn out it can not be replaced quite so readily
as a beari^ig can. I prefer the solid bearing with
a lead lining not to exceed i inch, and after that has
been worn out you have got the solid brass to work
on. The mileage that you will obtain from that
brass, unless it should have to be removed, on ac-
count of changing wheels, will more than compensate
you for the difference in price. Then again, after the
bearing has become worn out in service, it is worth
more as scrap, a great deal, than the ordinary shell.
If a shell becomes heated it is lost to you. You lose
the filling and you lose the life of the shell, and at
the same time you lose a portion of it that can never
be regained because it goes into the waste and is
thrown out at the side of the track. When a solid
one gets heated it can be replaced, and put back in
another journal as soon as cool and will go to
work all right. A good many say they do
not like to use a solid bearing, having in mind
always the idea that they have got to use it without
a lining; but I claim that a solid bearing with a lead
lining is far better than any other one. I use
85 of lead and 15 of antimony for my own use.
The idea of that is to give you a -lead that will
not squee-/.e out with the weight that is put upon
it. With a soft lead lining in a 60,000- lb. car your
lead will squeeze out at the sides, and the journal
will get heated. The brass is first bored, and ground
out so that the surface is perfectly smooth. It is
then put into an acid bath and then into a tin bath.
After coming out of the tin bath it is put on a warm
mandrel and lined. The lining becomes as much a
part of the brass as any part of it. The first lead
lining was cut from a sheet, and was put in with
pressure without any tinning, relying on the weight
of the car to retain it in place. With the two sur-
faces separated you could lift the brass up and knock
it out. The lead lining was at first just as cfficieut
as if it had been tinned over, but after they got to
running the heavy cars it wouldn't do; it grinds
right out.
Mr. Whitaker— I would like to ask whether or not
there are any of the members present who can give
information from the use of the soft metal bearings
Do the journals reduce in size below the M. C. B.
standard before they have got an ordinary mile-
age out of themy If we can get an average life out of
the a.tle in miles I do not see that there is any very
serious objection to them.
Mr. Pattee — I was in a foundry recently where
they were casting car journal bearings, filling them
with a composition of 4* of Omaha lead to one of
antimony, and they claimed to get very good results
from it. They allowed the shell to be cut away so
that the filling was about the same thickness at the
end of the brass as at the center. If the metal had
been soft there was nothing to prevent it from
squeezing out at the ends and cutting away the col-
lar, but they told me that they no trouble. They
were using a great number of them. They said they
made the material hard enough to hold its form.
They claimed that they were running the cars at a
cost of about 14 cents per thousand miles for oil, pas-
senger and freight both. I asked them to what
extent the journals were being worn, and they
admitted that they were being worn considerably;
but as Mr. Sceets explained, the ability to get them
over the road compensated for the wear of the jour-
nals. I saw in the scrap axle pile though, that the
fillets were very badly cut out.
Mr. .Sceets — Isn't it a fact that whenever the fillets
are found worn it is generally caused by a journal
becoming heated and running too long after it be-
came heated, the brasses grinding the fillet out? It
does not talve long to grind out a fillet after it gets
cherry red. I think UO per cent, of the broken jour-
nals are directly traceable to becoming heated and
being cooled off too quickly with cold water. But
there is a lining that could be put in that would be
all right. I made some journal bearings for a car
that was being tested on the Chicago & Northwest-
ern and put a genuine babbitt lining in them and they
loaded the car with 40,000 pounds and ran it six
round trips between Milwaukee and Chicago and it
had not worn enough to show that it had been run.
That was a refrigerator car.
Mr. Praser — In the journal boxes we cast
a rib of this metal on each side of the
center of the journal, with a small strip across the
ends; this permits oil in the center of the brass. I
run an engine truck brass from March, 1888, until
October, 1S89, on one engine. That was one that I
kept a record of, and it did not get down to the brass
in that time. The babbitt projects 3 16 at first.
Mr. Sceets — If you will take an engine truck brass,
dovetail a slot clear through it and put in an antimo-
nial rib with just sufficient lead in it to hold it to-
gether inside, a set of engine truck brasses ought to
last five years, in lact they will never wear out unless
they should wear out from the action on top. You
might run them on an iron or steel surface if you
liked.
Mr. Birber— We are using a filled brass on the N.
P. Ry. We are like all the rest of you, we like a
solid brass best I think. It preserves the journals
and keeps the waste cleaner; allows the oil to fiow
more readily through the waste. We find more
sediment in the waste from a filled brasj. The tilled
brass also wears away the journal. There is no
question about that.
Mr. Barber — We have not been using the filled
brass to any extent until the last five or six months.
We are keeping a record of them and we expect as
soon as the year is up to get some record of them.
We have about 6,000 of the Hopkins, so that we shall
get at the facts pretty closely.
Mr. Ward— Have any of you had any experience
with putting a fillet on both emls of the journal in
place of just huvmij imi.- lilli'i next the wheel? I
find that it worU'~ with lr» itonhli- and that we have
less heating fruiii ii iliaii w. wnuld have with only
one fillet on the iii-uli- n( ili'' juunial.
running that way about
etter and are less liable
to cause hot boxes. I don't think there is any ques-
tion that the filled or brass shell with a soft metal
filling, will run with less liability to heat. But it
wears the journal faster and if it gets heated you
have got nothing for scrap, and the journal is very
apt to he injured.
Mr. Fraser— That depends upon Ih" fni-m o( yonr
shell. I never have seen a case Willi , n n, , h , l ,| m-
solid brass where it cut off or brc.l,. . ! , ^,. . nd
of the journal. It always goes in i i .. i ... n, ur
the center. 1 never have seen a i.m.na, r,n ,„,l the
fillet on til.' 11, -111. n. ..1 I
but 1 liai - - . i: m;.'.,, - 1
of soil in. ' |i , 1 1 . -..
had a V..|> l.a.l 1.: al
melted uuL Lin-re was iitil li i iil' In sustain the load at
all. 'i'here were twoor llii.. i il.- in the center,
opposite to the outside sin ll, ami ih.. mcnnent the
sol t metal was gone the l.ia~- laok.- right in two
and it would cut the journal evri'v Ume.
At the next meeting of the club the subject for
discussion will be " Brasses— Car, Driving and Rod,'" ,
to be introduced by Mr. J. L. Greatsinger, of the Du-
luth & Iron Range Raili-oad.
tiut from the action
. old Thayer brass
the soft metal was
THB RAIL^VAY MASTER MECHANIC.
THE WESTERN KAILWAY CLUB. I
Discussion on Chicago Joint Defect Card— Publication of j
Proceedings, and the H. C. B- Interchange Rales-
At the March meeting of tlie Western Hail way
Club the first subject discussed was the I'eport of
coramittee on joint caid, published in our last issue.
No agreement could bo had upon the report and it
was, after prolonged discussion, laid over till the
April meeting.
The report of the special committee on publication
of proceedings was next considered. On motion of
Mr. Rhodes the report as a whole was accepted.
The committee's report was then discussed section j
by section, Messrs. Forsyth, Barr, Rhodes, E. N.
Ijewis, Verbryck, Barnes, Peck and others taking I
part in the discussion. Several amendments were
made and the report was finally adopted in the fol-
lowing form:
I. That the |ire!<eiit method of selling to the railway and
technii-al piip.-rs tiMii^*rripts of the stenographer's notes of
our dis.ius-i ius. aii.l of supplying the newspapers with
copies .if p.ip. rs iv.1,1, ije discontinued.
•J. Thut th'* v.triniis r.iihvay and technical papers be re-
quested t.i s;iv.' iin ;i,o,uiit of the discussions, prior to the
a. Tliat tiir siTi.i.iiv revise 'the stenographers's report,
and semi a |ir.»i ^ii i lie same to any member requesiins it,
to allov, tii^ p. r^Mii.ii revision of his remarks; and that the
secretary b.> am h. 1 1 ■.li to eliminate any personal remarks
or eritin^iii-. mi |i it. i.t.d devices; and that failing to re-
ceive sii.ii I. >,i~; ,h^ rrierred to the secretary shall pub-
lish the |ir,.. , , iiii-, ,1, reported on the Monday succeeding
4. That the prueecdiugs be sent free as heretofore to
members of the club and to advertisers, but that the urice
to others shall be $1 per year. The proceedings may, how-
ever, be given in exchange for other technical publications,
and such publications received in exchange shall ba placed
on file in the club room for the use of the members.
.=). The increased work to be thrown upon the secretary
by the adoption of this plan should receive compensation,
the amouol of which we would refer to "'
i; V ■■ r.iieipates that the adoption of the
foivL - lit in an increase of advertising in
the 'I - and also in a revenue from subscrip-
tion- - but the details of soliciting sub-
scrii'ii ! - I ' : ' -'-ineuts we would recommend to be
referred to uie staiiuuig committee on publication.
The next subject, the proposed changes in inter-
change' rules, was opened with the reading of the fol-
lowing suggestions by Mr. O. W. Rhodes:
riKirOSED CB.VXllES IX THE IXTEHCU.VXGE RULES —SCGC.ESTED
Rule 13. Add to the rule a paragraph similar to the last
one of rule 2.% namely, " No percentage to be added for
either material or labor except as provided for in rule lU."
Tue prices for both material and labor in rules 1'2 and 2.~) are
based on cost. This being the fact, if it is right to add 10
per cent, in one case, it should also be added in the other,
uiid thus preserve a uniformity in the conception of the
rules.
Kule 'iT. Insert " by fire" on the fourth line after the
words '• damaged*' or *' destroyed." The rule will then
read: '•»»••♦♦♦ when damaged by tire or
destroyed by fire upon a private track • ♦ • » • ♦.•'
When this rule was first adopted it was intended to cover
lire cases only. This distinction has been omitted of late,
and it is now possible for a swiu:hing road to claim ex
cinption from responsibility under the broad head of
"damaged car," i. e., brasses stolen on a private track,
draft rigging damaged, siding damaged, etc., etc.
Rule 29. In the second paragraph of the rule strike out
the following clause ; " Should one of the parties refuse, or
' aformuiion, the committee shall
outlined for No. ll». would, in part, auHw i i : t -
questions. The use of M. C. B. standards in : i i. h-
original construction has been tacitly anii at. ,t n, i.Mrn
some railroads for some years past and we are oi the npiii-
iou the time is now ripe to make it one of the rules of the
association. Prior to the association's present stand on the
draw-bar question, a favorite way of showing the evils of
each line having its own standard bar, ivaw to tabiihiti- tlie
number of different di*aw bars a ihiHiiLli .ii,.. \..a- .1.11-..!
to carry for its foreign cars. Unl'^- - i- i-
is taken on this matter the mem b, I -
Snd that in place of carrying Jn
nted." This i
fact that th.
an ODiniou i
subscribed
pear among t
fail to fur
: of last year, which required
> agree to abide by the decision
vould consider the
important in view of the
ij time be called upon for
parties, one only having
railroad and individual
. s, though they do no. ap-
s. If, however, it is not
thought advisable tu liave this requirement, at least strike
out the clause we have named, and leave it to the judgment
of the committee whether it can •' decide iuleiligenily"'
on such one sided evidence as some member may see fit to
refer to them.
New rule. In its proper place, probably after rule 1.5 and
Kule It;.— In repairing damaged cars, M. C. B. standards
may lie used, when of design and dimensions that do not
mar or impair the strength of the car, in lieu of the parts
forming its original construction.
The M. C. B. automatic draw-bar of any recognized
mauufacture may be used, providing it conforms strictly lo
the lines adopted by the association, and also provioing
that not less than 35,000 cars are in successful service
equipped with the druw-bar.
Kule 1.5.— On the sixth line insert in parenthesis after
the words "originally used," "[except as provided in r^le
ItiJ new standard parts may, however, be used if agreed
The question is frequently asked, what can wo do to con-
tribute to more uniformity in car construction, what steps
can we take to introduce the standard
more generally, and what is the advantage to railroad
panics of the M. C ~ " '
as U
tmiv.,'':'-, ':';
:\:': ''■
'. B. lines is
vi!l be well,
L'. 11, ,-,.i,|,ierVi.
they u-t.nl t ,■
bein-ir,li-n,inre,l
cermin coiid'iUou
■' ■' ' "^ 1 n :■ t. ts to pay uiori
n. .1 by one firm, made so carelessly
iiltle with each other, and others th.ii
v.irv from the lines in imiwrtanl it.ii
,-theM.C. B. lines it is possible, t,,
of wear, to render the coupler an insei
There has been some talk of it
tem, and as the Western Hailwa
to advocate such a plan, a malu
might be useful. So far as our ^
were allured into advocatingthe
opposed to it now. We wish to be
The Central Railway Club hav.
troducinsr a two card
' Club was one of the
red opuin.n from the
under consideratioi
suchacard would faillo be recognized ami soon havenn val
ue unless carrying with it some obligation. It is tlierclore
proposed to use a red card fo- old defects, and that this
card shall be authority for any railroad company to make
the reiniirs, not aptiinst the railroad applying the card, but
ajrain-t til- ,,■:,, I .t the car. Why deceive ourselves by
nieai - ' titi; Under such a rule any railroad
mti,\ , I : . 1 and bill against the owner of the car
fni - I- be considers it essential to repair.
If is 1 1: - \-, t, ,i ,- ..', aiii, il we might much belter insert a new
ding old defects on foreign
repairs of which are essential to the safety of
trainmen and the running of the car, shall make the re-
pairs and bill against the owner of the car." 1 need scarce
ly add we would oppose such a rule. Tlie i. i-an s ,i:, ,i.i
be made, but the compsny making them -
them. Some, however, advocate the use ..t , -
that carries no obligation. At best this w. . ; . _ ,■
temporary relief and would soon be of as :t ,. ,,i,,,, ,,,
our paper currency, if it carried no obligation witti it, 11
we are to accept a car with old^efects,whenacard carrying
no obligations with it says they are old, why is it not much
simpler to accept it without any card{
In conclusion I think the association should take some
steps towards securing a more complete list of subscribers
10 the rules.
After considerable discussion the recommendations
as to rule 12, the new rule 16, rule 1-5, rule 27 and
rule 29 were adopted.
Mr. R. D. Smith suggested that there was a word
left out in rule 10, next to the last line; the word
'* bolsters." "Railroad companies shall not be liable
for the replacement of broken bolsters or draft
spri ngs. " He moved that it is the sense of this meet-
ing that the rule be made to read, '* Broken truck
bolster springs or draft springs." Seconded and
The discussion on interchange rules here closed,
and as it was late the discussion on the second sub
ject, " The Best Methods of Counterbalancing the
Reciprocating Parts of Locomotives," was, on mo-
tion, deferred until the next regular meeting of the
club, iind the meeting adjourned.
NEW ENOLAHD CLUB.
Discnssion on Freight Car Couplers.
At the opening of the New England Club discus-
sion on car couplers the secretary read the following
circular, which had been issued by the executive
committee of the club and sent lo the managers and
superintendents of the various railroads in New Eng-
land, tor the purpose of obtaining the opinions of the
men who use the different couplings, as to which is
the best and safest:
New ExoLAXii K.iilroad Clcb. i
BosTox, February 3.';, IsSKt. i
To the freight train and yard men of Railroad :
The New England liailroad Club has assigned asthe sub-
ject for discussion at its monthly meeting in March next,
"Freight Car Couplers." This subject, which has occupied
the minds of railroad managers for several years and is
still unsettled, has now attained a new interest from thtt
fact that the president of the United Slates, in his message
to the present congress, has called itsallcnlion to this mat
ler, and legislation is proposed, mahing il compulsory on the
railroad companies to adopt and use, within a given period,
an automalic freight car coupler.
As this proposed legislation is ba-sed entirely upon the
object of lessening the danger to employes engaged in
handling cars, we deem il fair that these men should be
given an opportunity to express their ideas as lo the form
of coupler which best combines uniformity, automatic
action and safety.
With this view the New England Railroad Club pro.
salt'st ami uest coupler, ilie nianageineiit ot yourroad has
kindly consented to forward your replies to the under-
signed. Please sign your names in the form below, under
the type nf coupler which .vou recommend.
FiiAScis M. CcKTis, Secretary.
.\ MM t,, 11 hundred and forty-eight votes were re-
' response to the above circular, distributed
: In favor of the .Salford coupler, 1,230;
I iiini ,. iiT; old fashioned link and pin, 113; Boston
Automatic, M); Gould, 21); Miller, 2r, Marks,.5; Dowl-
ing, 2; Cowell, 1. •
Mr. F. D. Adams was called upon by the president
to open the discussion of the subject.
"^Ii ''iain- ,\ f. n ; ■ :t ' - ,1.1. the Amescouplor
naively; several
■ - t, , Miy and the Van-
" ,1 I i.,m Hfi .- .-.imi-i,,,! A,t-, ii. Throughths
uu-slul tiUK o of Us uiiiljul;., tuiel 11 did not prove tO
be as successful as was anticipated, but 1 believe it
is one of the best couplerp ever made; it is, however,
being entirely abandoned. We have used the Saf-
(oi-d lor a great many years, and we have watched
1 if - 1.1 .St- of the M. C. B. type with much interest.
tin order last fall to the inspectors on the
■ '■ i til. of our road to report every broken coupler
Miiinl, I'hree hundred and thirty-seven of the Jan-
iiey tyiic were reported broken in 60 days. At that
time we were receiving perhaps .501) cars pur day,
and delivering SOO, and in that lot I don't think over
2 per cent, had a vertical type coupler. The break-
age seemed to us enormous, and strengthened our
determination to use the Safford. In building some
new cars, more recently, we consulted with some
other roads in regard to couplers, and were strongly
urged to use the vertical book, but we have not yet
seen it for our interest to do so, but have rather in-
sisted upon the Safford automatic. I notice that
those who advocate the use of the vertical hook so
itti-.-" " tin I'.-hi,-;. vtifiti r..,t.i, I", it !t,-l,,i,e.-. Thev
-■ ■ , ■ , i , , , Mupler to
peiieu le. puL un lii.il eoupier, il u,.uiu bankrupt
them in llic iicxl live years, uulcab il is improved so
as to diminish the breakage. I understand that on
the lines of the Pennsylvania road west of Pitts-
burgh 1,000 cars have been put into service recently
wiUi the common pin and link bar, and -500 more are
being built, and -500 more in contemplation, all ot
which are to be fitted with the same coupler. Yet
■uled
vhen it wt
vho are m
e vertical hook
.Missouri Pacific,
iih the pin and
I iilhe
ith
the same enii|i,, i . -m. , i ii. :i,,,.|ii nin of the vertical
hook by the .U,i»iei Car liuiiuei.- .-Vosociation. The
Atchison, Topeka i. Santa Fe road adopted the ver-
tical coupler and they have abandoned it, and are
replacing it with the SatTord automatic. It has been
generally reported and believed that when the Mas-
Car Bi
hook, the
mously in fa^
the eight me
Association adopted the vertical
10 committee ot nine wore unani-
it, but thai is not the fact. Of
s |ireseiil four only were in favor of
.11. ,.. t,- ,.|, :...-. T; i.i It, and it was only
- iiiodilication that
t ..port of thecom-
""" '- -■ ib'i 11 wassimplylo
after a lo..:
those oppt.
miitee, upi
bring the imiLlef beluie iiie at-suciation lor aclion.
1 believe the Safford bar is the safest coupler that
has been introduced, and there are ten times as
many of them in existence as of any other type.
Unilormily is better than variety in a matter ot this
kind, and conduces to the safety of the men who
handle it. It is said that the vertical type is an
automatic Coupler absolutely. I do not think it is;
you have to set the knuckle every time, or it will
"break olT, and a new one costs $-5; a new Safford bar
cau be bought for that price.
Mr. Marden— I have not been a believer in the
master car builders" type ot coupler. 1 realize the
safely co
ud the
fact that we need !
sooner all cars are equippi
belter; the expenses of repairs will then diminish.
The claim has been made that it all cars were
«.... - Ii. ; -t. ,..!-_ ,..,1 we would have no fur-
tli. ... ,..11. I do not accept that
slat :, , ,- I.;., .' Iielieve that any material
til, It tiiti i. Iitt.i . ii.tii.iy enough to make the
knuckles of, is sti'ong emiiigh to bear the shocks it
receives. Wo have had 100 cars equipped with the
.\I. C. 15. coupler, and they have been out of service
more tlian halt the time on account ot being disabled
by broken draw-bars, and when we add to that the
expense ot repairing and ot taking them to the
shop, it has proved rather a cosily experiment. 1
do iiol think that the majority ot the roads who are
using that coupler to-day would say that it is just
what they need, if they expressed an honest opinion,
but they would say it was a very expensive coupler
for roads to use to any great extent. We are equip-
ping cars that we are now building and repairing
THE RAILV/AY MASTER MECHANIC.
with what is known as the Perry coupler, an auto-
matic coupler which we have used for several years.
There is no cue who would he more ^lad than I would
be to see a good automatic coupler come to the front,
something that would please the train men and save
them from broken and crushed hands, and 1 be-
lieve the roads are now waiting for some coupler to
be presented which will obviate the dangers that
attend the couplers we are now using.
Mr. Shinn — Three years ago I had occasion to
make some tests of couplers, and I found that a blow
of about one-third of tie number of foot pound? re-
quired to break a malleable iron or cast steel
knuckle would put a permanent set in the knuckle
and render it useless if two of the same kind came
together. If they sometimes receive a blow suffi-
cient to cause a fractui-e, they must more frequently
receive the lighter blow which will cause the per-
manent set, sufficient in many cases to prevent the
coupling of the cars when two of this kind come
together. In investigating this subject before I
made the tests, I visited a number of railroads in
the country where tests of vertical plane couplers had
been made where I found the scrap pile told a won-
derful story regarding these couplers; I found there
were knuckles made of all descriptions of metal, in-
cluding malleable iron, cast steel of the best makes,
and some others, and they all had broken under con-
ditions to which they were exposed, and my conclu-
sion was that that occurred either through a fault in
the form, want of sufficient metal, or want of strength
in the metal itself, and railroads could not atford to be
equipped with that sort of coupler, unless better ma-
terial could be found, or the lines increased so as to
give a much larger body of metal. I think the day
will come when a better metal will be had than is
now being used for that purpose, and I think then
the danger of permanent set will disappear and the
percentage of breakage will decrease.
Mr. Getman— Where cars have been kept together
and equipped with this coupler, the number of
breakages has been very much less than with those
where they have been mixed up with cars equipped
with all sorts of couplers.
Mr. Lauder — Assuming that the statistics that we
get from different quarters are approximately cor-
rect, it seems that there is a vast difference between
the breakages reported by different roads, and I
think it is plain how that difference comes about, t
think, as a rule, it will be found that the roads which
have taken hold of the vertical plane coupler, and
equipped any considerable number of cars with it,
have put this coupler on to a special class of cars, as
stock cars, fruit cars, etc., where the trains are made
up perhaps with the products of the west, beyond
the Mississippi or Missouri river, and run to New
York or Boston without really being uncoupled; and
under those circumstances the breakages of any
coupler, especially a hook coupler, would be very
slight, buton theother hands the roads that report a
very large percentage of breakages are those on which
the couplers are put to the test of switching, and
that is what drives the couplers to pieces. I assume
that if the vertical plane coupler ever becomes uni-
versal in its use, the breakages will very largely
increase over what is now reported by the roads
having the greatest number of them, because then
they will not only be put on to special lines of cars,
but on to cars engaged in local business, and will
have to receive their full quota of shocks from the
switching of cars, especially at terminal points; but
there will be this difference, that they will be sub-
ject to shocks by knocking them together with coup-
lers of their own type, while now they are knocked
around by couplers of other types, which is mani-
festly bad for the hook. There is no question that
vertical plane couplers, as used on the Old Colony
road, the Boston & Albany, or the Fitchburg road,
are subjected to a more severe usage, occasioning a
greater percentage of breakages, than they would
be if only that kind of coupler was in service. I can
see nothing but disaster to the vertical plane coupler
if it shall be adopted universally and put into our
local service. I don't think that coupler has had any
fair test of its endurance on the roads which have
put it on large numbers of cars, because, as I said
before, it has been applied to special lines of cars
running in solid trains, where there was very little
switching done.
Mr. Coghlan— The trouble with the hook coupler
is the de^ct in its mechanical construction, and no
piece of mechanism constructed in that way could
endure one-quarter of the shocks to which a freigiit
car is subjected, carelessly handled as it often is
bv train men in the yard. It does not matter of
w"hat metal it is made, but if made in this form it
will bend, and if it does not bend it will break, and
as soon as it is bent its efficiency is lost. Any piece
of mechanism that has a hinge will break and wear,
and that is especially true in the freight car coupler,
and a severe shock will bend or break the knuckle.
The discussion closed at this point and a lengthy
paper upon "Freight Car Couplers," prepared by
John M. Ford, was read bv Mr. Adams, and from it
the following extracts are taken:
There have been two or three years of trial ofthis type of
coupler (that adopted by the M. C. B. Association), uud it
i there f
has been developed under as favorable
strong personal attachment could offer; and still the many
failures have not been averted. It seems hardly wise to
continue the development of a type composed of intricate
parts, which must be made exact in order to work well, in
fact to work at all, and which are already proving very
weak aad troublesome. The Master (Jar Builders' Associa-
tion, in adopting a type, practically adopted wind. The
adoption of a t.vpe is not the adoption ' " " ' "
type is as capable of as many forms and shapes
parts to the coupler, or the ingenuity of man can uevise.
At present there ai-e many couplers of the M. C. B. type,
so called, the parts of no two of which fit each other. Con-
tinuing on in this line, how long will it be before there
will be as many kinds of the M. C. B. vertical plane type
of a coupler in form, length and shape as there are now of
the link and pin type! Cars are held to-day for parts
broken in the Janney, Gould and other couplers of this
type, and they must be held until these parts are piocured
from points hundreds and perhaps a thousand miles away.
Delays of this kind should be overcome by a standard,which
would in a large measure stop the famine for cars at many
points during the busy seasons of the year.
Is it not a well-known fact that the indiscriminate adop-
tion and use of automatic couplers, so-called, has largely
increased the danger of running freight car trains? It cer-
tainly is desirable to secure a perfectly automatic freight
car coupler, but unfortunately that coupler has not as yet
been produced. It is seldom you can find, in our vicinit.y,
one ol these so-called automatic couplers that will couple
with its own kind without being obliged to go between the
cars to adjust the parts, it being a rare occurrence to find
all the parts in working condition. It is therefore certain
that at the present time it would be unwise to force rail-
roads to adopt a coupler with so many vital defects as are
shown to exist in all the so-called automatic couplers, in-
cluding the M. O. B. vertical plane type.
The officers for the ensuing year were duly elected
as follows: President, George Richards; vice presi-
dent, Orlando Stewart; secretary and treasurer, F.
M. Curtis; executive committee, George Richards,
ex-olficio, F. D. Adams, J. N. Lauder, AlbertGriggs,
.1. W. Marden, L. M. Butler, F. M. Tworably, John
Coghlan; finance committee, Geo. Richards, ex-
otticio, Charles Richardson, Isaac N. Keith, Daniel
S. Page, A. G. Barber, Osgood Bradley, Joel Hills,
George H. Wightman.
The subject for the next meeting will be locomo-
tive boilers.
SUPPLY TRA'DE notes.
—A great saving in draft rigging repairs is effected by
le use of the malleable iron Butler drawbar attachment.
The Butler Drawbar Attachment Company challenge any
other device to show as good a record as theirs, and state
that within the past year there have been more orders
placed for the Butler attachment for new equipment than
for an.y other patented device of the kind.
—The Steel Tubular Car Company, of Bradford, Pa., has
bought 3,000 acres of land in Tana valley, between Brad-
ford and the New York state line, and the erection of
shops will be begun as soon as possible. The company
will build fl re-proof, indestructible, steel tubular cars.
—The St. Louis, Alton & Terra Haute Railway have
just put their Belleville and Pinkney viUe oCBces in hand-
some shape, the Scarritt Furuiture Company of St. Louis
doing the furnishing.
—The Eames Vacuum Brake Company announce that
they have perfected an improved compressed air brake for
passenger and freight cars.and are now prepared to demon-
strate its superior merits over any other brake extant. The
brake is quick acting, automatic and interchimgeabl; with
the Westinghouse brake. The locomotive equipment Ihey
claim to be decidedly superior to any other in the market.
They ask specially to call the attention of railroad com-
panies contemplating the equipment of freight cars with
power brakes, and request that before making contracts
elsewhere they will Investigate their device.
-Mr. A. W. Van Dorston informs us that we were in
error in announcing that the contract went to the Sharon
Steel Casting Company for the steel knuckles for the 8,000
Van Dorston couplers ordered by the Philadelphia & Read-
ing. The contract went to the Standard Steel Casting
Company, of Thurlow, Pa., which firm is turning the
knuckles out at the rate of 100 a day.
—At the shops of William Sellers & Co., of Philadelphia,
they have a number of cranes in process of construction of
various sizes and weights, some of them driven by electric
motors, which are placeii In the cage and travel with the
crane. The crane which they have recently put up over
their erecting floor is driven in this way, and works in an
entirely satisfactory manner. Among the other large tools
to be seen on the floors are some exceptionally large and
heavy planers; a iS In. lathe, 43 ft. S In. long, and an angle
shear to cut angle iron 8xs in. A lathe has also just been
completed which Is to go to the new shops of the Pennsyl-
vania Railroad at Altoona, which is something entirely
new. It is to be used for facing off rock shaft arms. It is
fitted with mechanism which reverses the lathe at any de-
sired point, giving it an oscillating motion, the backward
movement being four times as fast as the forward or cutting
motion. The lathe will make any part of a complete revo-
lution desired, or can be used In the ordinary manner, I. e.,
— Since it went Into service this season and up to March
1, the Jull snow plow dug out 713 miles of drifts, from 2
to :30 ft. in depth. In the deepest drifts the snow had to be
broken down for the plow to operate on. It released 10 pas-
senger trains, several of which had been lying nine days in
the snow. During all this service it is stated that the step
which supports the augur never even became heated.
—The Servls tie plate is now being made with a larger
and heavier plate, with an extra flange in the center, for
use on roads operating heavy rolling stock and hauling
largest loads. These plates are now going on many miles
of new track, their economical value being recognized alike
by contractors and general managers.
—The specifications for the Chicago West Side Elevated
Railway locomotives call for United States metallic pack-
ing on piston rods and valve stem. Allen & Richardson
balance valve, Kruop steel driving tires. Boles truck
wheels, French springs, Lappin brake shoes. Mason re-
ducing valves, Eames vacuum brakes. The car specifica-
tions call for Cleveland City Forge and Iron Company turn-
buckles, Globe ventilators, Mlller-Janney combination
drawbar, Eames vacuum brakes, Lappin brake shoes,
Chase combination bolster springs, and F. D. Adams drip-
less journal box. In view of the fact that the company has
selected so many first-class supplies it is strange that it did
not adopt an improved lamp for lighting its cars. The
name of the concern whose lamps are specified awakens
memories of cars halt lighted, aching eyes an^ wasted
—The Link Belt Machine Co., of Chicago, favor their
friends with a very useful and convenient steel pocket foot
rule which folds up into a length of 4i.j inches. It tits
snugly into a leather case, the whole affair being less bulky
in the vest pocket than an ordinary lead pencil.
—The U. S. Enameling Co., of New Brighton, Pa., has
been organized to carry on the business started in that
place by the Star Enameling Co. Mr. E. H. Martin, gen-
eral superintendent of the old company, occupies the same
position in the new concern. Mr. E. A. Eames is the west-
ern representative of the company, with office in the
Phenix Building, Chicago. The station signs, etc., made
by the process controlled by this concern are much superior
to anything else of the kind.
— The Dunham Manufacturing Co., dealers In railroad
equipment, have, together with the National Hollow
Brake Beam Co., moved to their new and commodious
quarters, 703 to 707 Phenix Building, Chicago, 111. This
change has been rendered necessary by the growing busi-
ness of both these companies, and the new location will
give them about double the space hitherto occupied at 310
and 311 Phenix Bldg., in addition to aflordingsuperior light
and ventilation.
— The Rue Mfg. Co., which has recently moved its shops
into new quarters in a new building, now has things in
very good shape— Mr. F. H. Colvin, who Is at the head of
the concern, evidently taking considerable pride in his
special tools and appliances for doing the work on the in-
jectors which they make. The work Is nearly or quite all
of brass, and there are a considerable number of external
and internal threads to be cut on the body of the injector,
and the parts which fit into it. Plugs and receivers are
provided for keeping these to a uniform size, and in every
case taps are made with an extension below the thread,
which is just a nice working fit in the hole to be tapped.
This insures not only that the hole shall be the proper size,
but that the thread shall also be true with the hole and
not cut deeper on one side than the other, as Is apt to be
the case In tapping brass. The principle of having inserted
teeth in taps, adjustable for size, is followed out as far as
possible, and the same Is true of the dies. Mr. F. H. Col-
vin devotes his time principally to thedevising and making
of tools and fixtures, with which the work is done, and
many of them are quite ingenious. A number of Pox
lathes are used, and the method of cutting the threads on
the end of the brass piece called the nut, which engages
with the hob, is different from that usually employed. In-
stead of having hobs and bobbing it out, it is done with a
single cutter, which is keyed into a boring bar, and the
piece being clamped to the tool rest in the proper position,
and the lathe geared up to cut a screw of the desired
pitch, the operation is then the same as cutting a thread in
the lathe in the ordinary manner. The distance which the
cutter projects from the center of the bar is, of course,
equal to the radius of the lead screw, so that the proper
curvature is obtained.— [American Machinist.
— An article on emery wheels in the March Journal of
the Franklin Instituteby T. Dunkin Paret, president of the
Tanite Company of Stroudsburg, Pa., is worthy of special
mcn'ior, not only because of the very large amount of prac-
tical information on the subject which it contains, but also
because of the good taste which It shows. Although the
THE RAILV^AY MASTER MECHANIC.
writer is an active competitor with many other manufact-
urers of emery wheels, that fact is almost entirely kept out
of sight in his article. It would be a good thing if the "sup-
ply men" who read papers or make addresses before rail-
way clubs would catch the spirit of this article.
— A business new to St. Louis and of national importance
has been inaugurated in the car chair and seat line within
the past few years, built up by the Scarritt Furniture Com-
pany. A specialty has been made of this branch of railroad
work and the arm now maintains the largest plant of this
character in the world. Their recently added mammoth
five story building increases their capacity so that they can
better supply their fast increasing trade, which comes
from England, Mexico, Chili, Brazil, Cuba and Australia,
and from the best and greatest systems of railroads in this
country. The Scarritt Furniture Company's New York
ofBce is at 14.5 Broadway, with M. N. Forney; the Chicago
office is at 513 and 514 Phenix building, and the St. Louis
office is at 412 and 414 North Fourth street.
—The Boyden Brake Company has secured the services
of Mr. F. A. Stinard to represent it on the road. Mr. Stin-
ard is a member of both the Master Mechanics' and Master
Car Builders Associations and has had many years of ex-
perience in locomotive and car departments. He has, also,
an extens've acquaintance in the railway field and will, it
is believed, make a good record in his present business.
— Owing to a temporary dearth of important news some
of the Chicago newspapers recently made a great outcry
about an alleged violation of municipal ordinances by the
Safety Car Heating & Lighting Company in establishing a
plant for making Pintsch gas in the city. As the work
was done under the supervision of Mr. Jacob Johann, who
is personally known to most of the readersof Tuc Railw.iy
M.vsTEH Meciuxic, it is bardly necessary to say that in-
vestigation shows thit permission was obtained in advance
for erecting the building and every care was taken to avoid
all causes of offence. Some citizen with sensitive nostrils
has complained that a bad smell proceeds from the works-
The odor is simply that of petroleum, an odor which per-
vades entire counties in Pennsylvania, Ohio and other oil
producing districts and the people accept it joyfully. Over
that part of Chicago in which the Pintsch works are situ-
ated the smells from Bridgeport slaughter houses and fer-
tilizer factories come with every south wind in tidal waves
—and for a fuss to be made over an occasional whiff of
clean and useful petroleum seems a small business. It is
alleged also that the Safety Company crossed the streets
without' permission. What Mr. Johann did was to put un-
der ground a .'4 in. pipe— which could hardly weaken the
foundation of Chicago or affect the safety of travel on its
streets.
—The Timms journal-box, illustrated in our March issue,
has been improved by the substitution of a pressed steel
box-lid for the one then shown, and by removing the brass
face plate on the end stop; the wearing face of the end
stop is now simply chilled, which answers every purpose
and must reduce the cost.
The Homestead Steel Works of Carnegie, Phipps & Com-
pany, Limited, are situated on the south bank of the Mo
nongahela river, some nine miles above Pittsburgh, and on
the lines of the Monongahela division of the Pennsylvania
Railroad, and the Pittsburgh, McKeesport & 'youghio-
gheny Railroad, the latter being one of the railroads com-
prising the Vauderbilt system. The property consists of
some S9 acres, of which the works proper occupy about 50
acres of level ground, having a river frontage of some
3,10U feet.
The Bessemer department of these works comprises a
converting mill WJsri ft., in which are located six melting
cupolas and two five-ton converters; a blooming mill, 178
ft., 6 in., x73 ft., in which are located soaking pits, a pow-
erful blooming train and hydraulic crane for handling in-
gots, etc; also structural mills, .'Bx'J3 in., located in the
same building, which is &>ixM ft., having three wings 80
ft. deep. In this building is also located a 10 in. train for
rolling spring steel, rivet rods. etc. The two structural
mills are devoted exclusively to rolling steel beams, chan-
nels, angles, and tees. The Bessemer department is fully
equipped with engine houses, boiler houses, mixing house,
etc., and all appliances for economical handling of mate-
In the open hearth department are the open hearth fur-
naces; the plate train and finishing machinery are housed
in the same building. This is OBT ft. long and is built en-
tirely of iron and steel. The main building, containing
the open hearth plant and the plate mill proper, is 501 ft.
long and S6 ft. wide in the main span, with a 45 ft. lean to
on each side. The inspecting and marking-out department
is '373x43 ft., and the shearing department is l>7xs(; ft.
The open hearth furnaces are eight in number; anew
building is now nearly completed, however, which will
contain eight more open hearth furnaces. This building is
about 40Ox'2O() ft. The furnaces all use natural gas as a
fuel, the stacks being placed at the back, and the checker
work in the flues preheating the air. Charging is done
from the general floor level. These furnaces are arranged
in pairs, with casting pits between each pair. Ncs. 'J, 3
and 4 are opposite Nos. 7, 0 and 5, respectivel.v. Between
the pairs of furnaces are the hydraulic ladle cranes, which
are directly on the center line of thebuilding* and on either
sideof the cranes are semi-circular pits, capable of taking
four sets of moulds. Each pair of furnaces are attended
at pits by two seven-ton and two 30-tou hydraulic cranes,
which command the furnace itself^ the casting and ladle
pits, and the narrow gauge tracks over which the ingot
moulds are removed and the product of the furnace is car-
ried to the mill.
At one end of the open-hearth department is a small
steel foundry, with core-room, etc., where special steel
castings for use at the works are made. The capacity of
the open-hearth plant amounts to 7,500 tons of ingots per
month. This output will be doubled when the new plant,
above referred to, is completed.
The slabbing mill building is of steel and iron, 300 ft.
long and I'iO ft. wide, with a 35 ft. lean to for boilers.
Eight heating furnaces with vertical pits li ft. in diameter
and 7 ft. deep, with circular covers, are arranged in pairs
in the northern end of the building. Two 35 ton hydraulic
cranes, swung by rack and pinion, and titled with a sim-
ple hydraulic tackle for gripping ingots, charge and draw
these furnaces.
The slabbing train itself is a universal mill. The ver-
tical rolls are of steel *J0 in. in diameter, and are driven .50
revolutions per minute, by a pair of 30x.>4 in. reversing
engines, running lOU revolutions per minute. And the hori-
zontal rolls are 33 in. in diameter, and are driven by a pair
of 40x.t4 reversing engines. This train has already dealt
with 4SX48 ingots, weighing 3S,00U lbs., and is capable of
taking a '25 ton ingot, 48x54 in., and rolling to a section 11x3
inches. Tables carry the ingot from the roll train to the
shear. Tables on both sides of the rolls are run by a pair
of upright 10x13 in. reversing engines, and the shear table
by a pair of horizontal SxlO reversing engines. The shear
power is hydraulic and operated by the descent of the up-
per knife, with a pressure of 4,000 lbs. per square inch
(given by two pressure pumps, with 05 in. steam cylinder,
10 in. water cylinder, and 8 ft. stroke) ; the shear develops
somewhat over 3,000 tons power, and is capable of shear-
ing a 48x'24 in. section. A general pressure throughout the
inch is supplied by two duplex
the "lean to" are six batteries of four each, of boil-
ers 44J-2 in. diameter, and 36 ft. 0 in. long, supplying the
steam pressure of 130 lbs.
Besides the two cranes for handling ingots at the pits,
there are in the mill two 16-ton and seven 5 ton slab cranes.
Aside from the ponderous machinery of the roll-train,
and the great power and simplicity of design of the hy-
draulic shear, what is particularly striking about the mill
is its admirable arrangement and the shipping facilities
and the very small number of men required to run it. All
slabs from thii
to the plate mil
The capacity of the slabbing mill is 10,000 tons per month
Ingots were formerly roughed rolled and finished in the
plate mill, but are now roughed in the universal mill, to
slabs, which are brought by small cars directly to the fur-
naces of the plate miU. Three heating furnaces, 25 ft. by
6 ft. V in., are located on each side of the plate mill, charg-
ing, and drawing being done by special hydraulic cranes,
controlled ^y one man who is carried about on a seat sus-
pended from the jib. Re-heated slabs are placed by these
cranes on a table of live rollers, which carry them to the
mill. The mill is three-high, the top and bottom rolls
being 119 in. long and 32 in. in diameter, and the middle
roll 119 in. long and 32 in. in diameter, making 50 revolu-
tions per minute. A 42x54 horizontal engine drives the
roll train, and screwing down is done by means of a small
vertical engine, friction clutches and worm gearing. From
the rolls the finished plates come slowly down a roller table
363 ft. long and 5 ft. Ij'i in. wide, driven by a line shaft and
bevel gearing. An overhead traveling crane runs the full
length of the table, so that the plate can be removed at any
point, turned over for the inspector, or shifted to any part
of the table or floor as may be desired. On this the plates
are allowed to cool, air having free access below the rollers.
The plates are inspected above and below, and stamped as
to quality, dimensions, etc., and carefully laid out for
shearing. The inspector examines the stamping and
marks and stamps test pieces. From the table the plates
are rolled on castors to the shears. The castors are small
rolls, supported on vertical shafts which are held in holes
in the floor. The shearing is done bv three shears, each
with a knife 135 in. long, and tivo with 36 in. knives.
The shipping department is supplied with 16 cranes,
which place the plates directly on cars on switches of the
Pennsylvania Railroad system.
Steam power at 100 lbs. pressure is supplied by four bat-
teries of four boilers each. Each boiler is 44 in. in diameter
by 34 ft. 4in. long, with two 16 in. flues; draught being pro-
vided by two wrought iron stacks 135 ft. high. Two duplex
pumps feed the boilers, and two pressure pumps with an 18
in. accumulator supply the hydraulic pressure of 500 lbs.
per square inch.
The plate mill has rolled plates from 3 in. thick, 115 in.
wide down to % in. thick and 117 in. wide, and can handle
plates as high as six tons in weight. Its capacity is 5,000
net tons per month.
In connection with the plate mill is a special set of rolls
for bending plates and beams, capable of bending the lar-
gest plate that can be rolled in the mill. This department
is completely equipped with testing ai>paratus, etc. A very
complete chemical laboratory and machine and blacksmith
apartments are also attached to these works.
The yard service of the works includes three standard
gauge engines and six narrow gauge engines of various
sizes. There are nine miles of railroad track in the works.
In addition to a number of band and hydraulic cranes in
the various shipping departments there are four 10,000 lb.
and two 5,000 lb. Yale & Towne locomotive cranes.
The works are in charge of a general superintendent.
Each mill or department has its particular superintendent,
under whom, in turn, are his various clerks and foremen.
The mills are run night and day.
The yearly pay rolls amount to, ap|)roximat«ly, f2.000,000,
the number of men employed being 3,.500.
THE OFFICIAL RAILWAY LIST.
Changes for the Uonth of March, 1890.
Ancohtes, Spokane & E.*s-
Northern.)— L. C. Roberts to t
intendent of construction.
AtciHsox, Tofeka A Saxta Fe.— C. W. Costello to be
superintendent of Kansas City division, at Ft. Worth, la.,
vice C. L. Nichols, resigned.
Atlanta & Floiuda.— Cecil (Jabbett resigned as gen-
"^ I be general superinten-
Tnomas Garrett 1
Ati,.(
Co A
Lin
> be general i
Sol. Haas resigned
made traffic commissioner Associated Roads
Bai.timuke & Oiiia.— F. S. Gannon
ger Philadel|)hia & New York branch.
B Ai.TiMdiiE & Ohio Soitiiwestekn.— Edward Evans to
be division master mechanic.
Canadian Pacific— Thos. Tait to be general superin
tendent Ontario & Atlantic division, vice T. A. Mcliinnon
appointed master of transportation of entire system.
H. R. Dill to be superintendent
ce Levi Hege, resigned ; J. H.
stem, vice J. M. Phillips,
■-'---of receipts, ' ~
of main stem dii
Store.v to be trainmaster :
resigned; M. S. Freeman, t
E. Mims, resigned; C. F. Thomas to be master mbclianic,'
at Macon, Ga., vice D. M. Gugel.
" & Onio.— F. I. Cabell to be engineer main-
T. C. Eggleston, resigned, and office of
"""'3 to be superintendent
Dill resigned; W. P.
manager; J. C. Loomis,
, resigned.
tenance of \
assistant abolished;
Huntington division, vice H. R
Walker, Jr., to be freight traffic
superintendent Cincinnati divisio:
Chic.ioo, Milwaukee & St. Pai-l.- J. M. Lowry, con-
sulting engineer mechanical department, deceased. G. T.
Hartigan to be superintendent Dubuque division, viceC
A Goodnow transferred to Council Bluffs division to suc-
ceed R. N. Cambpell, resigned.
CnicAoo, St. Pal-l & Kansas Citv.— J. I. Banks to be
superintendent bridges and buildings, vice C. H. Egeers
resigned.
CuicAGO, St. Louis & PiTTsniuon.— C. M. Bennett to
be superintendent western division, vice Chas. Watts,
promoted; F. G. Darlington to be superintendent eaatern
division, vice Bennett, transferred, W. B. Leeds to succeed
Henry L. Miller as superintendent southern division.
CiNciNN.vTi & M0SK1NGU.M Vallet.— C. H. Walton to
be superintendent vice F. G. Darlington transferred.
Cincinnati, Sanduskv & Clevel.vnd.— President John
S. Parlow, deceased.
Cleveland, Cincinnati, CnicAOO & St. Locis.— J. A.
Barnard to be assistant general manager, at Indianapolis;
E. A. Peck to be general superintendent, at Indianapolis;
office of assistant general superintendent abolished; W. F.
Turrefl, superintendent motive power, to have headquar-
ters at Indianapolis; C. J. Stedwell, superintendent Cincin-
nati and Cleveland divisions, to have headquarters at
Cleveland. T. H. Noonan to be assistant general freight
agent, at Chicago, in charge of east-bound business; Ed-
ward S. Washburn to be freight tnifflc maiiat'or; Ohio, In-
diana »& Western R. to be Peoria A . I- .11 A (, \v,'iis to
be superintendent, at Indiaiiaii - 1 1: \ . .unes &
Chicago road to be Cairo divisi"!. .1 , 1,, be as-
sistant general freight and pa-- ._ , ii.irge of
Cairo division; Ford Woods to hi i-s- ,, 1: _. 1,. !,,i freight
agent and H. M. Bronson assistant gcni-ral passenger
agent Peoria division.
Denver & Rio Grande.— A. P. Sells to be assistant gen-
eral freight agent, vice C. F. Zimmerman, resigned ; Alex.
Struthers to be master mechanic in charge of machinery
and car department at Grand Junction, Col. ; B. H. De
Remer to be master mechanic second division, at Lead-
viUe, vice A. Struthers. transferred.
DuLcrn & Iron Range.— Geo. C. Kimball to be vice
•yan
s, Mich.
iinuRG.— J. W. Richards to be auditt
, vice J. D. Giaque, resigned.
uoA SocTUERN.- J. R. Parrott appointed receiver.
1 Central.— A. F. Banks, general freight agent, to
Be manager; R. A. Dugan to be purchasing agent,
alltown, Iowa.
-"NviLi.E, Tampa & Ki:y West.— Superintendent J.
M '1 I ' -.1 ij' i (1 I' II .. ■[ position assumed by C O.
Henry
freight i
W. F. Black,
Xohthwestern.- Newl
al manager, appointed
JNTUCKV Union.— J. T. Harahan to be general manager ;
Hegc to lie general superintendent.
.11- iiii Nii> I iiiLEANs & Te.xas.— G. D. Lawrence
- ' ' ' nt New Orleans division, vice A. A.
-C. J. Ranahan appointed master
MAMnrrvN Ki.evated.— John Waterhousc to bo chief
ciiu-i ■ ■ ■ 1; [ ■^loan, resigned.
-M ' i. ! Kr Dodge. — General Roadmaster J. W.
.M. .\l
-Ml • -■■ : M —E. V. Sedgwick to be master me-
<-li.u,,. . ,1; ,-^.ia l„..,-,rotosi.
Ml :\i' i\ I'lNTKAL.- Jurisdiction of R.E. Comfort,super-
intendcnt of fourth division, extended to Calera; J. J. Sul-
livan to be trainmaster from Juarez to Chihuahua; Mr.
Howell to be trainmaster from Chichuahua to Jimulco; S.
R. Comfort to be trainmaster from Jimulco to Calera; E.
THE RAIL^WAY MASTER MECHANIC.
I four mont
MlcniGAX C'EXTRAL.— James Shields, roadmaster, de-
MissorRi Palific— N. T. Spoor to be wood, tie and tim-
ber agent, vice D. M. Wood, resisned.
New YoiiK & New Exglaxd— Albert Griggs to be super-
intendent of motive power, vice J. B. Henney.
New Yokk & Nokthern. — W. D. Davies general freight
aprent, resigned; L. M. Allen appointed assistant general
freight agent.
New York, Lake Erie & Western-.— H. Foster to be
supervisor of signals; C. W. Buchholz to be civil engineer;
office of engineer of bridges and buildings abolished ; W.
J. Murphy, general superintendent, resigned.
New York, New Havex & HiKTFORi).— Lucius Tuttle to
be general manager; J. S.Lane, roadmaster Hartford di-
vision, resigned.
New York, Suscjiehaxxa & Westerx.— John P. Rafler-
ty, secretary and treasurer, elected vice president.
New York, Oxtario & Westerx.— J. M. Ludington to
be assistant superintendent.
New York, Providence & BosTOX.-A. Griggs, master
mechanic Worcester division, resigned ; jurisdiction of L.
M. Butler extended over entire line.
New Me.\ho & Arizona axd Soxora.^T. A. Naugle to
be general freight and passenger agent, vice B. H. Wil-
kins, resigned.
Northern Pacific— J. A. Nadeau assistant superin-
tendent Pacific division, to be general agent at Seattle,
vice T. H. Tyndale, resigned, in addition to other duties.
Oregox Railway & Navigatiox Co.— John Hewitt to be
master mechanic, vice J. Evans, resigned.
Peobia, Decatur & Evaxsville.— R. B. Starbuck to be
superintendent.
Pexxstlvania, PorGHKEEPSiE& Boston.- H. H. Kings-
ton to be general maaager, vice S. C. Stanton, resigned;
George Gage to be master mechanic; C. E. Mack to be
general freight and passenger agent, vice E. J. Fallon, re-
signed; general offices of company removed to 411 Walnut
street, Philadelphia.
Philaiieli'hia & Readixg.— C. J. McDougall to be as-
sistant to general superintendent.
PlTTsm-KGli, Fort Watxe & CniCAGO.— C. E. Walton to
be trainmaster western division, vice C. H. Walton, pro-
moted; G. A. Franks to be chief train dispatcher, at Fort
Wayne.
PiTTsiiiRGH & Lake Erie.— Elliott Holbrook, general
superintendent and chief engineer, resigned.
PoRTL.KXO & WiLLiAMETTE Vai.i.et.— Rlchard Koehlor
to be general manager, Portland, Ore.
SouTHERX Pacific— D. Hawley to be assistant general
traffic manager, at New York City.
RicnMoxD & Daxville.— W. H. Green, general superin-
tendent, to be assistant general manager.
St. Loris, Arkansas & Texas.— W. T. Smetten to be di-
vision superintendent vice T. W. Kennon, resigned.
St. Loils & Sax Francisco.— John O'Da.v, vice presi-
dent and general counsel, resigned; E. P. Vining to be as-
sistant general manager, in charge of traffic.
Sax Frascisco & North Pacific— J. F. Bergin to be
president, vice James Mervyn Donahue, deceased.
Toledo, St. Locis & Kansas City.- S. W. Merrill to be
roadmaster St. Louis division, vice C. L Miller, resigned.
Uxiox Pacific— R. Baxter, assistant superintendent
Wyoming division, to be superintendent of division, vice
W. L. Ryder appointed superintendent of Idaho division ;
F. L. Corwin to be assistant superintendent Wyoming di-
s'D. — John S. Harden,
-Warren G. Elliott elected
Hlgll Approval.
Messrs. Riehle Bros. ;
Gextlemex— The 60-ton Track Scale furnished us by you
is giving the best of satisfaction. Werecently had it tested
and found it correct. Yours truly,
Hexrt Disstoxs & Sons, (Incorporated).
IVanted.
TWENTY-FIVE CENTS per copy wiU be pail for the Ja
(1830) Railway Master .Meehanie.
816 The Rookery. Chicago.
■MTANTEn-A POSITION
■' car draughtsman and m
* of Railway Master
A FIRST-CLASS PRACTICAL
of considerable experience
est preferred. ' ' '
w
ANTED. -A GENTLEMAN WHO HAS HAD OVER
experience in the railway supply t "
iresent some prominent manufactc
Iway equipment either on the road
' equii
eRail'
New aud Superb Diniii«: Car Outfit.
The dining cars just completed for the Great Rock Island
route, not only embody all the latest improvements in gen
eral use, but especial and distinctive features of excel-
lence, which render them unapproachably superior to ordi-
nary dining cars. They will be placed on the Kock Island
route west of the Missouri river on and after March 23,
1S90, and will impart the crowning grace of perfection to
Denver, Colorado Springs and Pueblo. The Rock Island
is the only line that runs two vestibule express trains every
afternoon from Chicago to Denver. It is not only the fast
line, but it is also the most completely equipped of all the
Colorado roads, with elegant 'lay coaches, Pullman sleepers,
free reclining chair cars, and the finest dining cars in the
The Finef«t oil Oartli.
The Cincinnati. Hamilton & Dayton Railroad is the only
line running Pullman's perfected safety vestibuled trains,
with chair, parlor, sleeping and dining car service between
Cincinnati. Indianapolis and Chicago, and is the only line
running through reclining chair cars between Cincinnati,
Keokuk and Springfield, III.,
between Cincinnati, Dayton, Lima, Toledo, Detroit, the
lake regions and Canada.
The road is one of the oldest in the state of Ohio, and the
only line entering Cincinnati over twenty-five miles of
double track, and from its past record can more than assure
its patrons speed, comfort and safety.
Tickets on sale everywhere, and see that they read C. H.
& D., either in or out of Cincinnati, Indianapolis, or
Toledo.
E. O. MCCOHMICK,
General Passenger and Ticket Agent.
HINSON CAR COUPLER CO ,
SUITE 518 THE ROOKERY.
J. E. FORSYTH, General Manager.
CHICAGO.
CONSOLIDATED CAR HEATING CO.,
HAVING ACQUIRED ALL RIGHTS AND PROPERTIES OF THE
-^ SEIVALL McELROY AND OTHER COMPANIES i^
OFFERS THE MOST COMPLETE AND APPROVED SYSTEMS FOR HEATING BY
HOT WATER, DIRECT STEAM OR STORAGE.
ALSO THE NEW
PERFECTED RETURN SYSTEM.
FULL INFORMATION
APPLICATION
to the General Offices
ALBANY, NEW YORK.
Br.^nch Offices: Chicago, 616 Pheni.x Bldg. New York, 15 Coi-tlandt St. Coaticooke, P. Q., Canada.
■rixo ^TJLrton Stools. Gslic Oo-,
CAR BUILDERS AND TRANSPORTERS OF LIVE STOCK.
Oentral OfBce, 194 Wtshington Street. Boston. Mass. I 12 ft 44 Live Stock Eichmge, Kansas City, Bo.
Chicagj Office. 169 Jackson street, Chicago. 111. I 39 Exchange Street. Portland, Me., and at Works, Wichita.
WE WILL Li:SN2E EAILEOAB COMPANIES TO BOTLD ASI) OPEEATS CAES USDEE OUE PATENTS OH LffiESAl TEEMS.
^_^..^., Correspondence Solicited. GEO. D. BURTON, Treasurer, BOSTON, MASS
HEWROGIEPilTEIITJtlGK,
HYDBAnLIC JACK.
EALF AS MUCH.
1 / iH^ TRUCK SCJLE
2 "- — JBP*^ In the World.
r:r Pir.;c-.;ir5 u l! the Eclio Iici or Traci Scilos Alir«;s
RIEHLE BROS.,
413 MARKET STREET. - PHILADELPHIA, PA
COPIBOSTIOH ill ' LOCOITIVE - FIBE - SOKES.
^7- .A.i\rc3-T7s sx]>a'oxj.i^xzi.
Save Fuel by Giving this Treatise to Your Engineer and Firemen.
Flalnent Explanation of tha Principles of Combustion ever Publlsbed.
Fifty Leading Itailroad Companies have Supplied the Pamphlet to their Men.
Price, 25 Cents a Copy; or $1500
For Sale by THE RAILWAY MASTER MECHANIC, The Eookery. Chicago.
Elemenis ol lialiroaiiiiig.
f cesaye on tlic riitti-rent dcpart-
Iroiid opcnition. Tlie most inter-
on railroaHiug ev*'r pubiislicd. and
L'f Engineer. General Superiiitend-
1 these essays with
Track— Trackmen an'l Sidings— stations— suops
an I Engine Houses-Tclcgrnph Lines and
Fences— Locomotives— Cars-Tlic Movement of
Freight-The Movement of Passengers-Bm
Mav,
THE RAILAVAY MASTER MECHANIC.
71
WALTER D. CROSMAN, Manager Editon;.! Department.
EDWIN N. LEWIS, Manager Business Department.
PUBLISHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the interests of railway motive power, equipment
and macltinerj". Communications on any topics suitable to these
colnmns are solicited.
Prlorlo January 1, 1886, this journal was known as The Rail-
way Purchasing Agent. It will still in its newand wider field be
adapted to the especial wants of all who purchase or infiuence
the purchase of railway supplies.
8ul)8cription price, $l'f"Oa year. AdTcrtising rates and details
concerning circulation Riven on application to the office by mall
or In person. Address
THE KAILWAV .MASTER MECHANIC.
The Honkeiy, Cliioajfo, III.
New York 'Office: 45 Broadway. Bourn 148.
The Offlctal Kailicav LM is puhttBhed by IhU company.
Vol.
CHICAGO, MAY, 1890. |No. 5.
Thk nnuouiicement given in auother column
that the master mechanic's convention is to be
lielil at Old Point Comfort, Va., whtre the master
car builders had already decided to hold their con-
vention, will be, we are sure, welcomed by a large
majority of our readers. There is every reason
why these conventions should be held at the same
point, and while the time may not yet be rine for
liolding them simultaneously, with different sec-
tions, or chapters holding their sessions in differ-
ent halls at the same time, yet until this concentra-
tion of work can be obtained, it is to the interest of
both conventions that they meet at the same place.
The supei-iuteudeucy or actual control of both the
car and locomotive departments is coming to be
vested so generally in the hands of one individual,
that it is a burden to him to be compelled to at-
leiiu botn conventions when they are held at re-
mote points, as it seemed they would be this year
up to the time it was definitely settled that the
master mechanics would not go to Chattanooga.
We hear a gocd deal of growling and some
profanity among master mechanics and master
car builders about the frequency with which cer-
tiiin railway papers are asking for their opinions
about this, that and the other matter, by "circular
letters " with from one to half a dozen questions.
Some of the more plain spoken of these officials des-
ignate these repeated requests for answers to inter-
rogatories as "infernal impudence," 'We must say
that some of these letters of inquiry come pretty
near being cheeky. They seem a good deal like
hysterical elutcbings after notoriety. Railway
officers, as a rule, are good uatured and dislike to
refuse such requests, but there is a limit to their
good nature, and a frequent repetition of these
calls make them tired. If this business of asking
everybody to send in his experiences, practices
and opinions for publication continues to increase
as it has done during the past few months we
may, ere long, have the questions "Where, in
your opinion, was Moses when the light went out "
and "How's your liver" propounded to all th-
it and shining lights of the railway world.
" Master Mechanic would, of course,
ditiou of train men. He has ridden this hobby
with all the energy that lies within him, and has
-j very probably made some enemies in so doing, but
; he has done his work disinterestedly, and in his
agitation of the questions relating to car coupling,
S car braking, and the giving of train men rest on
j the Sabbath day, he has always been consistently
j in the right. We made brief mention last mouth
j of the fact that this law had been passed and gave
[ a short outline of its teiTus. We now give the law
in full, not that we approve of state legislation on
this subject, for our readers are well aware that we
prefer action from the national legislature, but be-
cause we wish to place before our readers the
words of a law which we consider to be very fairly
drawn in the interest of both the train men and
those who employ them.
In another column will be found a letter from
Mr. F. W. Dean, in which he informs us that the
compound locomotive now being designed by him
for the Old Colony Railroad will work as a com-
pound at all times, except just at the moment of
starting, and the change from the compound to
uon-comjjound, and vice versa at that time, will
be entirely automatic. This is, in our opinion,
just as it should be. The locomotive should not
have another handle or lever, to be operated by
the engineer if it is possible to avoid it; and then
again, if the compound locomotive is designed so
that when the maximum power is developed in the
high pressure cylinder, a corresponding amountof
work can be obtained out of the low pressure cyl-
inder, it will be found that the total cylinder pow-
er of the engine will be as well adapted for all the
varying amount of work which the engine is called
upon to do, as is the common locomotive to-day.
The necessary maximum cylindtr power can be
obtained without working the engine as a non-
compound, except for the one revolution at the
time of starting, .\nother advantage also presents
itself in making the intercepting valve automatic,
and that lies in the fact that the benefit of com-
pounding will be obtained at all times, and there
is no possibility of the engine being improperly
handled in this respect, so that, in every way con-
sidered, the automatic arrangement is to be pre-
ferred if it does not involve too great complica-
tions.
dent, spoke very earnestly^upon the field of work
which the association had before it or which it
should seek. We give a portion of Mr. Haines' re-
marks in this issue, and refer to them here for the
purpose of directing attention particularly to his
propositions as to the relations that should exist
between the Time Convention and the mechanical
associations. Mr. Haines' idea appears to be,
briefly stated, that the mechanical associations
having passed upon the mechanical merits of
methods or appliances the General Time Conven-
tion should be charged with the duty of ensuring
the adoption of tho.se methods or appliances, after
approval, of course.
There is certainly something of this kind need-
ed. Take the case of couplers and brakes, for in-
stance. The Master Car Builders' Association has
done its work — investigated the problems connect-
ed with these two appliances and agreed upon the
principles that should be observed in their con-
struction; but ihat is as far as they can go, de-
spite the representative membership principle now
embodied in the M. C. li. organization, and which
is interpreted by some as meaning obligatory
adoption of agreed-upon standards.l lAn associa-
tion of general managers, like the General Time
Convention, could wiih eminent propriety take up
such a case, where left by the M, C. li. Associa-
tion, and, considering the latter association's con-
clusions as settling it in its mechanical aspect,
proceed to a consideration of the question as to
whether the value of such devices warrants the
expense attendant upon their adoption, A live,
active association of managers engaged on such
problems could gieatly advance railway mechani-
cal practice and hasten the adoption of approved
standards of practice and construction.
Mr. Haines' suggestions on the question of disci-
pline in railway service are timely, and thoroughly
sound. They are so well worded that we here simply
direct attention to them.commeuding them especial-
ly to the employes, who we are sure will, upon care-
ful reflection, agree with Mr, Haines that the par-
allel drawn between railway service and army ser-
vice is truthful, and that discipline is essential n.jt
only to the prosperity of the company and to the
safety of the traveling public, but also to the well
being and safety of the employe.
Tiix
like to know what everybody thinks about every-
thing, but it does not propose to make a permanent
interrogation point and nuisance of itself in trying
to find out.
Legislation on the subject of couplers, brakes,
etc., appears to bo inevitable. Such legislation, to
be effective; should, we most (irmly believe, come
through (he national legislature. But unless some-
thing is done in congress this session we may ex-
pect some of the state legislatures to take action
themselves. If all the states that may take such
action frame their laws on the lines followed by
the act recently passed in Iowa, little harm may
be feared from such. We may say here that the
act W.1S put through the Iowa legislature through
the active work of ex-railroad commissioner L. S.
Coffin, of that state. As many of our readers know
Mr. Coffin's hobby is the amelioration of the con-
What the outcome of the present veiT general
"eight hour movement" maybe, it is impossible
to foretell at this writing, butappearances indicate
that in no great while a considerable percentage
of those who work for day wages will work eight
hours instead of ten. To reduce production by
one-fifth is a questionable measure, and may lead
to results entirely unsuspected by the theorists
who are the leaders in the movement. If there is
to be no falling off in the total amount produced
by " days' works," there must be more laborers
than there are now, or else the present number j
must work harder while they work than they do at i
present. If, however, the total of production
decreases, then we shall none of us be as well off
as we are now. Of course, if working eight hours
makes men more intelligent and skillful in their
I work than they were under the ten hour system,
then the world may grow richer instead of poorer
[ with a day of eight hours. This, however, is as
I yet purely a matter of tbeorj-. Certainly no one
knows that it will be so.
Meanwhile the young men who will be the em-
ployers and " bosses " of ten or fifteen years hence
are not making any fuss about their hours of work.
They are doing the work that is given them to do
I as thoroughly as they can. .\ good many of them
' are working evenings without extra "pay. No
doubt too, many of them are over-working,
and are not paid as much as they earn ; but
it is from these that the "bosses" will be
selected as lime rolls on, and, sooner or later they
will march at the head of the procession.
Nevertheles.s, the employer, whether individual,
firm or corporation, which permits willing and
faithful men to work extra hours without extra
pay, is guilty of what is very much like stealing.
In an address made before the General Time
Convention, in April, Mr. H. S. Haines, its presi-
Over the name of "Investigator" a correspond-
ent criticises the remarks on locomotive chimneys
made in the March number of the Master Me-
chanic by "Taghconic. " As to the question of
chimneys made from one thickness of metal or
with two thicknesses and an air space between
them, we agree with "Taghconic" that the single
barrel chimney is preferable. A single barrel of
sufficient thickness and iinishedwith a ring at the
top, which is one-half of a circle in its section,
looks well, and does its work as well, we think, as
a double chimney. The reduction in temperature
of the gas by the atmosphere upon the outside of
the barrel has but little effect upon the question of
draught. Possibly a more serious effect might be
found in the shape of the top of the chimney, and
the effect of the wind upon the blast as it emerges
into the atmosphere. The chimney finished with
planished iron is easily dented, and then it looks
badly. The cast iron top is heavy and its weight,
nine times out of ten, comes on the truck where
there is already more than is desirable. As we
look at it, the single barrel chimney presents as
handsome an appearance, does its work fully as
well, weighs less and costs less than the double
barrel chimney, and is preferable in every way.
As to the questions in regard to the areas of
chimneys and upon what they should be based, we
think that "Investigator'' makes some pertinent
points, which show the fallacy of basing the area
of a chimney upon the size of the exhaust nozzle.
In addition to the questions that "Investigator"
has asked on this subject, he might also, with
equal propriety, ask if engines with an 18x24 cylin-
der and a 3 J single nozzle should have a different
diameter of smoke-stack from an engine of the
same size with a i\ single nozzle, and, if so, why?
At the same time, in propounding these questions
in regard to chimney areas, one must bear in mind
that it is a great deal easier to ask questions than
72
THE RAIL^VAY MASTER MECHANIC.
May, 1890.
it is to answer tbem; and that if there is any one
question in locomotive design about which
there is apt to be a difference of opinion it is that
of exhaust nozzles and smoke-stacks. We are
also inclined to think that, from the arguments
which have been made in the past and which are
being made to-day, one could find sufficient sup-
port for almost any statement that he wished to
make. In regard to the relation between these
two, if Taghconic can show good reasons for pro-
portioning chimneys by the exhaust nozzle,we will
be glad to give him the necessary space for them.
CocNTEKBALANcrNo the rcciprocating parts of a
locomotive is really such a simple problem that it
seems as if the railway world should arrive at
greater unanimity in regard to it. If we balance
all the reciprocating weight there is a maximum
of vertical disturbances. If we balance none of
the reciprocating weight there is a maximum of
the horizontal disturbances. There is no need of
balancing all and having the maximum vertical
disturbance, because a certain amount of horizontal
force is permissible without resulting in unpleas-
ant or dangerous nosing of the engine. There is
no necessity of leaving the whole of the recipro-
cating parts unbalanced and thereby obtaining the
maximum horizontal disturbances, because the
inertia of the wheel and thd strength of the rail
will permit a certain amount of vertical disturb-
ance. Consequently it is not correct to balance all
or to balance none of those parts. Just what per-
centage of weight it is best to balance can readily
be determined from practice and the figure when
once known is good for aU classes of engines de-
signed for general work. Flat spots on the drivers
may result from slipping due to two principal
causes, namely, variation in the rotative effect of
the cylinders, and counterbalance. The former
may have considerable effect on the tires when
engines are over-cj-lindered, but in modern en-
gines it cuts a small figure. On the other band
the counterbalance on recently built engines is the
cause of much of this trouble, especially when all
or nearly all of the reciprocating parts are balanced,
for the latter are very heavy. This gives another
good reason for not balancing all of the recipro-
cating weight and also shows how erroneous has
been the tendency to heavy reciprocating parts
such as are to be seen in many engines built in
the last five years. The foregoing is the counter-
balance problem briefly stated. Steam pressure,
compression, friction, etc., have nothing to do
with it and when viewed in its simplicity the prob-
lem does not appear diflicult to solve. To those
who are at sea in regard to it, we recommend that
they reason on the lines indicated above, and then
experiment a little and we think they will be more
than pleased with the results.
Tbe rather interesting inquiry into the "life
of steam" in the locomotive boiler and its relation
to locomotive designing, in the thesis of which
an abstract will be found in another column, is
woithy of some comment. We can hardly agree
with the proposition that the steam space should
be taken as the basis from which to start. If one
■was not limited in any direction when designing,
it might be possible to start from such a theoret-
ical bafis. In practice, however, the point from
which one must start is the power to be developed
by the engine, and the service in which it is to be
run. This seems to be the most rational starting
point, and from it we must determine wheel diam-
eters and cylinder dimensions, and the weight
upon the drivers. Having obtained that much of
our ensrinethe next question is to get a boiler large
enough to do the work, and in designing this
boiler it must have the proper and the right kind
of heating surface, and should, most assuredly,
have a good steam space. The proporions of the
boiler are, however, limited by the weight which
is allowable and by the general dimensions of the |
engine, from which it is impossible to vary
greatly. i
The proper life of steam, that is, the time which
elapses from the moment it is formed until it
passes through the cylinders, has lieen obtained I
by the author of the thesis from data in regard to
the best and most successful engines which have
been designed in the manner which we have out-
hned above. The points brought out in the con-
sideration of the life of steam are valuable and
worthy of attention when designing a locomotive.
There can be no question but that many boilers
have an insufficient steam space, or have it so
placed as to result in very wet steam being sent to
the cylinders. Such construction is not conducive
to economy, and when designing a locomotive
boiler just as great efforts should be made toward
getting a good large steam space as are now made
in getting what is considered sufficient beating
surface; understanding, however, that at all times
this matter must of necessity be limited by the
general dimensions of the engine.
Too much cannot be said in favor of the consid-
eration of such practical subjects by students of
engineering, and tbe particular way in which this
subject was handled by an under graduate is very
creditable to himself and to the university in which
he was studying. Practical subjects considered in
a practical and scientific manner, give to the young
men of such universities a training and prepara-
tion for active work after they graduate, which
can be obtained in no other way, and which are
worth years of shop experience.
USOTTLED ENGINES.
The term "throttling" an engine generally has
reference to the improper use of steam by run-
ning with the throttle partly open, thus preventing
the steam from having a free access to the cylin-
ders. Good practice consists in running with the
throttle as wide open as possible, furnishing
steam to the cyUnders at nearly the boiler pres-
sure and regulating the working of the engine by
the reverse lever. To this end we see master me-
chanics spending much time and effort that their
men may handle their machines properly.
There are other ways, however, by which an
engine may be said to be "throttled" aside from
the voliiion of the eng'ueer. We often see engines
which were designed to e.xemplify the best practice
and to do the best work, yet which, from some in-
herent defect, fail of doing what they should and,
in consequence, are not economical in operation.
We were reminded of this fact lately in looking at
indicator diagrams taken of various engines on
the same road but with different front end arrange-
ments. Through the interference of the exhausts
in one or more of the constructions the back pres-
sure line when working hard went above ten
pounds, while upon an engine with a freer outlet
it was reduced to almost nothing. Without this
test the engme showing a loss at part of the stroke
of about ten per cent, of its total power might
have been in continued use with every confidence
ill its efficiency by its designer. This engine, how-
ever, was "throttled."
Jn another case when an engine did not seem to
give the free action of steam in the cylinder tbat
the size of the steam passages and pipes would
warrant, the c.xuse was hunted for some time be-
fore the difficulty could be located. This was
finally found to be due to a bridge across the
opening of the steam pipe at the throttle valve,
thus preventing the free passage of the steam and
inducing wire drawing in the cylinder. The same
harmful result has been caused in the castings
of the cylinders through improper moulding, wlien
provision was made in the original drawing for
ample passages. The engines in both of these
cases were "throttled."
Imperfect valve motion has its disadvantages in
this line which, however, we will not dwell upon
here in detail as the subject has often been aired
in technical journals.
In the fire box part of the boiler we sometimes
find troubles of this general character. The loss
through too small a fire box as compared with the
boiler area is not a trouble that exists in the pres-
ent day as much as in times past, the tendency
sometimes even being towards too much grate
area. We find, however, that sometimes atten-
tion enough is not paid to the amount of openings
either through or over tbe grates for a free air ad-
, and imperfect combustion is the result,
thus again "throttling" the engine. Going to the
other tnd of the boiler we often find that in order
to force a draft through the inadequate air spaces
in or above the grates the exhaust nozzles are con-
tracted, thus sbai-pening the blast, increasing the
back pressure, and impairing the efficiency of the
engine. In days past, rather than at the present,
the various cumbersome and complicated arrange-
ments of cone and nettings to avoid the throwing
of fire caused by the sharp blast to which we have
referred, still further obstructed the free egress of
the exhaust and further induced the "throttling"
of which we are speaking.
In short the chances of losses of this general
character are numerous and it is necessary to
check off by every means available the actual
working of the engine as compared with what a
machine of the style in question should do theore-
tically. We do' not pretend to have "given all the
harmful methods by which the action of an engine
maybe "throttled" but the examples quoted will
serve as an index to some extent of tbe evils
which exist in this line.
A few words concernmg tbe perennial subject
of valve gear need no apology, for that topic, al-
ways a live one for discussion, is more than usually
so at this writing in view of the approaching con-
vention and the expected report of tbe committte
appointed to consider the efficiency of the link
motion.
Broadly speaking the chief ends sought in de-
signing any valve gear are, (1) a port opening suf-
ficiently large to give entrance to steam of boiler ■
pressure to the cylinder during the whole period
of admission; (2) a sharp cut-off at the end of
that period, and (3), a perfectly free exhaust.
How nearly the ordinary shifting link motion
comes to possessing these desirable features is one
of those vexed questions of mechanical engineer-
ing, that wiU, in all probabihty, never be brought
to a conclusion while steam maintains its present
supreme position as tbe medium through which
heat is converted into work. Weighing all things,
first cofjt, simplicity, cost of maintenance, etc., we
consider the link gear to have points of superiority
over any other so far constructed that will ensure
its use on the great majority of locomotives to be
built in years to come. We should, however, he
the last to advocate the doctrine of lai.sse: fain' in
this connection, and besides being open to cim-
viction as to the merits of any device calculated
to perform the required functions in a manner bit-
ter than the link, we sliall always stand ready to
lay before our readers descriptions and engravings
of any gears whose design appears to warrant it.
The opponents of the link motion always begin
by finding fault with it for wire drawing the steam
at short points of cut-off. There is undoubtedly
truth in this, but liardly so much as some persons
believe, and we think that badly shaped and con-
tracted steam pipes and passages have far more to
answer for in this direction than the valve gear.
Until approximately perfect proportions are given
to the parts mentioned, it seems undesirable to in-
crease the travel of the valves and the width of
the ports (popular expedients at tbe present time),
because the longer the valve travel, the greater
the power that must be expended to operate it will
be. The Allen valve with its supplementary port
has done good service in overcoming the trouble
of wire drawing in fast running engines, and its
use might, with advantage, be more extended
than it is.
With regard to the evil of excessive compies-
sion, of which much is made, we need here
only refer our readers to The Railway
Master Mechanic for April, 1889, where we
discussed tbe question at some lengih, showing
that in inside clearance we have, if not a com-
plete remedy, at least one that will reduce com-
pression to a point where it cannot be character-
" as excessive. We commend a careful study
of the effects of inside clearance to all who are
striving to improve the dislributiou of steam iu
express engines.
THE RAIL^^^AY MASTER MECHANIC.
Ill no other part of a locomotive's make up does
attention to detail require to be more tliorougli
than in the valve gear. Large wearing surfaces
with ample provision for lubrication are essential
to really successful working; the links themselves !
should be wide and heavy enough not to spring,
v.hile the most efficient ]ioiut of suspension should
be accurately determined. As a general thing the j
distance between the eccentric rod bolts in the
back of the link is made shorter than is consistent
with fine adjustment of the point of cutoff. A
good dimension for this is 2k times the throw of
the eccentric, in cases where the link or die block
comes in line with the center of the bolt when in
full gear. For instance, with a 5 in. throw eccen-
tric the bolts should be 12} in. apart.
Of course there are instances where a short link
is necessary on account of close quarters, but, in [
most cases there is nothing to hinder liberal pro-
portions. The length of the eccentric rods is not
a matter of very great moment, although it is good
practice to make them as long as possible so that
the lead at short points of cut-off may not become
too great, but we have always held that there is not
enough benefit to be derived from long rods to
make up for the disadvantages that they often-
times carry with them in the shape of spring and
vibration. A good example of an excellent valve
motion with very short eccentric rods is that on
the 10-wheelers built some few years ago by the
Baldwin works for the Missouri Pacific. In these
engines the eccentrics were on the front axle and
the rods, to the best of our recollection, were not
over 40 in. long if they were that. We do not ad-
vocate going to such an extreme as this, nor do
we think that the motion would have been other-
wise than improved by lengthening the lods, but
merely cite it as an illustration of what has been
done without bad results.
Fine graduations of the reversing lever quadrant
should be employed on all engines, with the ex-
ception of those used for switching, where nice ad-
justments are not essential, and the lever itself
should be as long as conveniently possible in or-
der to lighten the labor of the engineer in hand-
liig his engine. A straight, plain end, without
any handle projecting at right angles at the top is
easier to manipulate than any other kind, especi-
ally if there is room for a good hand grasp above
the latch.
THE BALTIUOKE ft OHIO COUFOUKD.
As many of our readers are aware from the infor-
mation which has appeared in these columns, the
Baldwin Locomotive works placed a four cylinder
compound locomotive on the Baltimore & Ohio rail-
road last November. This engine has two high and
two low pressure cylinders, the high pressure cylin-
der being placed above the low pressure cylinder,
the pistons of the two being attached to the same
cross-head. The steam is distributed by a single
piston valve for each two cylinders. The engine is
of the eight-wheel type, and, in all respects, except
those special features due to compounding, it is a du-
plicate of other engines running on the same road.
Through the courtesy of the builders we are
enabled to publish the accompanying illustrations of
the special features of this engine. Pig. 1 is a cross
section through the two cylinders, piston valve
chamber, and halt saddle. Fig. 2 is a longitudinal
section through the two cylinders. Fig. 3 is a sec-
tion through the piston valve chambei', andthe low
pressure cylinder, while Fig. 4 is a partial section
through the piston valve chamber and the high
pressure cylinder. F'ig. 5 is a small sketch which
claim that the engine is freer
ndensation
from the Brick
The committee on brick arches in locomotive fire
boxes requests answers to following questions:
1st. How do you support the bricic arch in your fire
•id. if with "circulation pipes," do you have trouble with
the pipes in any way t
;td. If with lugs or projections screwed to side sheets, do
you find the luRs burn off very fast!
4th. Do you use flat or arched bricks'
.■■)th. Can you run an arch until it burns out, or do you
have to remove them before this, in order to clear flues;
tith. Do you find the arch causes damage to fire box
sheets! If so. in what way!
7th. Do ycu think the arch assists in consuming the vari-
ous gases composing black smoke!
Sth. Do you think more perfect combustion is obuined
with the arch by checking the passage of smoke and gases
through tubes and causing them to mingle and be longer
exposed to heat!
nth. Do .you think there is a saving of fuel with the arch
than many other compounds. In starting the engine
steam is admitted to the low pressure cylinder by
connecting the adjacent ends of the high and low
pressure cylinders together, and when steam enters
the high pressure cylinder, it is wire drawn through
this connection into the low pressure cylinder, fur-
nishing steam to work upon both pistons. This
arrangement is not automatic; it consists simply of
small pipe connections between the two cylinders,
closed by suitable cocks, which are operated from ■
the cab in much the same manner as the cylinder
cocks are worked.
The manner in which the pistons are connected to
the cross-heads is shown in Fig. B. It will be seen
that the cross-head works in a four bar guide, and is
provided with a hub projecting above the guides
and one projection below, each of which receives a
piston rod end. The crosshead has been made some-
what longer than usual, and the piston rods are es-
pecially strong to provide against any inequality of
the work done in the two cylinders. The piston
valves are placed in such a convenient position in
regard to the links that no rocker shaft is found
necessary; instead the links are each attached to a
sliding bar located close to the inner face of the
frame, which has suitable bearings at each end, and
by means of a short inclined arm projecting up from
this bar, connection is made to the valve rod. The
valve motion is wonderfully simple. In fact all the
parts of the engine which pertains to compounding
are compact and simple. Two of the cylinders are
12 inches and the other two are 20 inches in diame-
ter, and they occupy very little moi'e space than
in connection with the extension front,
short front and diamond stack!
10th. Can you give any data confirming your opinion as
lo saving of fuel !
llth. About what does it cost you to apply the arch and
extension front!
r3th. How do you consider the cost of maintaining the
arch and extension front compares with keeping up the
diamond stack, cone, netting, lining, etc.!
13th. Do you consider that the arch and extension front
greatly lessens the throwing of live or dangerous sparks,
and also prevents much of the finer dirt, etc., thrown from
stacks from striking cars in train '.
14th. Do you find that flues stop up or clog with cinders,
etc.. as easily when the arch is used as without it!
l.ith. If you know of any points for or against the brick
arch not covered by these questions, please name them.
The committee desire to make as complete a report as
possible. Members will please furnish any blue prints,
sketches, or any daU they can relating to the subject.
T. W. Gentry, master mechanic,
Va
T. W. Gf.stkv.
Al.i.EX Cooke.
L. C. Noiu.r.,
VV. A. Smith,
Committee.
THE BALTIMOUE
shows the operation of the piston
assist in understanding the path of the steam. From
these drawings it will be seen that the steam enters
the cylinder in the usual manner through the pas-
sage A. From Figs. 1 and 3, it can be seen that this
passage divides into two branches, each of which
furnishes steam to one end of the piston valve cham-
ber. This chamber is closed at its end in the same
j way that a common cylinder is closed, and the steam
leaves the valve chaniber and goes to the high pres-
sure sylinder through the port B., (Figs. 3, 4 and -5).
After accomplishing its work in the high pressure
cylinder it returns to the valve and passes through its
interior and goes to the low pressure cylinder
through the port C. It returns again through the
port and passes outside and around the valve and
: through the exhaust D. It will be seen that the one
) piston valve controls the steam distribution of both
I cylinders, and the ports from it to each are fairly
{ direct. The only questions which might naturally
1 arise in the minds of the readers when studying this
I construction, are in regard to the possibility of wire
I drawing of the steam and a chance tor its condensa-
■"• L -.^ - — - •■--• -• iigine gives
Fig. 3.
OHIO COMPOUND— B.M.i)« IX Locomotive Works.
and will common 19 inch cylinders with their lii
chests on top.
From the specifications of the engine i
the following particulars and dimensions:
•ge steam
e abstract
tion. The builders assure us that the i
able, whatev
1 these respects. In fact they
THE RAILVSTAY MASTER MECHANIC-
Class of eu^iie American type, >
High pressure cylindei-s ttwo] h^jl^ui.
Low pressure cylioders [two] 20x34 in.
Driving wheels, diameter 66 in.
Gauge of tnicli 4 ft. 8>4 in.
Totafwheei base, engine'.'...'.".".'.'.'.".".'.'.".'..... r 21 ft. 10 in.
Driving wheel base 7 ft. 6 in.
Total wheel base, engine and tender 60 ft.
Weight in working order 106.000 lbs.
Weight on driving wbeeis 76.000 lbs.
Weight of tender loaded 70.000 lbs.
Material of Steel.
Thickness of shell Win.
Kivets S in. in diameter.
Style of boiler Wagon top.
Tubes '. '. '."Ch'arcoai'lron! No.'ii B. 'w. G.
Number of tubes 251
Diameterof tiit-e- i.nr~i.li- Sin.
Length of tiil.f- ... 11 ft. Win.
Fire-box lOSxSt in.
Thicknees <.f -i.ii - ;iii.l K.u k 5-16 in.
Thickness of cm.uu ;^8 in.
Thicknessotllii.-li.it ii in.
Water space, sides and back Sin.
Water space, front 4 in.
Staying of crown ohixU in. crown bars.
in this issue we cannot place before our readers fig-
ures in regard to the valve travel, the amount of
outside lap aud inside lap and clearance. Without
more complete data in regard to the diagrams it is
almost impossible to di-aw any exact conclusions in
regard to them. They are, however, very interest-
ing, and will repay a careful study.
This engine is now running on the Baltimore &
Ohio Railroad, having been in both freight and pas-
senger service since it left the shops. The builders
have experimented with the engine continually,
with the idea to develop and improve the engine as
far as possible. They state that they are now in
position to go ahead and make comparisons between
this compound and the ordinary locomotive of the
same class on the same road. The economy in actual
practice, while not exactly actual, so far, has been so
apparent that in these tests which are to be under-
taken, the company expect that a saving of at least
the single expansion engines with 19x24 in. cylinders.
In fact, by a strange coincidence, the weight of the
trucks was found to be exactly the same. The ar-
rangement of guides and crossheads has been found
very satisfactory thus far, there being no more
wear than usual, and no heating or cutting of the
guides.
In a thesis on " The Proportions of the Locomo-
tive," written in 1889, by .1. V. Shaeter, a student in
the University of Illinois, a chapter is devoted to the
life of steam. By that expression is meant the time
in seconds which the steam exists from the moment
it leaves the surface of the water in the boiler until
it passes out of the cylinders. The accompanying
data we have prepared by condensing two tables,
THE BALTIMORE & OHIO COMPOUND.— B.v
LocoMuTr
Wo
Piston rods Steel.
Piston roil and ralve stem packing Metallic.
•iuides Steel.
Cross h(.-a.l~ Cast steel with brass gibs.
Valvfni.ili.iii Shiftinglink.
DriMii^' v^ III . 1-. 1 .11 I'll;.. HO inches in diameter.
Til.-. I 11" 3I5V4 in. flanged.
Tii<- I M I ■ A Sx"\2 in. plain.
.\-xli- . Hammered iron.
Juiinuil-. Sin. diam. by S'i.
(.'uiiiKclM.w and pHniiiL-i rods Hammered iron.
ESr.lN.E TKIICK.
Wheels ".".".".".". . . ...'.'.' .'.'.'.'steel'ilred. 'wrought iron center!
Diameterof wheels 30 in.
Axle Joumiila .ixlOin.
TENnEK.
l-'i-amc Oak.
'I rucks Four wheeled, center bearing.
Truck wheels Steel tired, wrought iron centers.
Tank capacity 3,500 gallons.
In order that our readers may gain a correct idea
of the general appearance of this engine we repro-
duce from a photograph the accompanying illustra-
tion, in which the engine is seen in perspective. So
little departure has been made in the general ap-
pearance of the engine that one would at first hardly
notice that it was a compound. We also give a
diagram of the engine (Fig. 7) and reproduce
a number of cards which were taken from the
engine. The accompanying table will give such in-
formation regarding them as we have been able to
obtain. The first four cards are purely theoreti-
cal in character. These four were outlined and the
engine designed upon this basis, the designers being
confident that if the proportions employed were
such as would give such diagrams in pi-actice the
engine would be a success. Following these four are
diagrams taken at various speeds and cut-offs, and
from them our readers can obtain a fair idea of the
steam distribution in this engine. We regret that
25 per cent, of fuel will be made. It is expected that which the author presented in his thesis. The lifi
little or no more repairs of the engine will be re- of steam is given in these tables in seconds, whe
quired than on the ordinary locomotive. The weight the engine is running at a rate of -50 miles an hour
of the truck of this engine is no greater than that of and cutting off so that each cylinder shall use i
L^S^tx
THK BALTIMORE & OHIO COMPOUXD.
May, 1890.
THK RAILWAY MASTER MECHANIC.
75
sey, and was built by the Baldwin Locomotive
Works for fast passenger service. It is in many re-
pocts identical with No. 13.
No. 15 was built at the Hazleton shops of the Le-
high Valley road in 18S7.
No. 16 is the latest type of freight locomotive on
the Chicago & Alton road.
No. 17 is one of the "class H" passenger moguls of
the Chicago, Burlington and & (^uincy Uailroad.
In the tables which are introduced to give the
principal dimensions of these locomotives, the steam
space is computed upon the basis of 3 inches of water
above the top of the crown sheet in ea^h case. In
column 13 is given the diameter of the cylinders as
computed by the muster mechanics' rule upon
the basis of weights given in column -1. In columns
U, 15 and 16, the author gives comparisons upon the
basis of the relations existing between the diameters
of the drivers, diameters of the cylinders, heating
surface, grate area and steam space respectively.
In his thesis, he says:
" The power of the boiler and the furnace to meet
the demands made upon them for steam, vary direct-
ly as to diameter of drivers, the steam space, the
grate area and the heating surface. It varies also
inversely as to area of piston or as to square of di-
ameter of cylinder. If then, we tal<e the relation
between the diameter of the drivers and the square
of the diameter of the cylindet-si^-' and multiply
it by S. G and 77, respectively we have the three
expressions,
in which S is the steam space, G the grate area and
Hi the heating surface.
Substituting the proper value in these expressions
we get the series of constants given in the columns
14, 15 and 16, which afford a ready means of com-
parison. The last column of the table is computed
according to an English rule of thumb, allowing 2*
sq. ft. of heating surface for each square inch of pis-
ton area. It is introduced only as a matter of
Americi
nputedis
MUC8
Cut-off
M. E. P.
"^i«^:
^L
C^nnSer.
C^naer.
■■i5i,V.
:ii;ii;;
w
do
91x91
att
41
••«"•••■■
""70 5
47
\m
..."..
...r:..
.T.S.5
' "\m"
::::^::
•ijv.-
"sV
70
H
10 ••
Cards No. 1, 3. 3. 4 are fl
;ngine was desiffoed.
a. P. CjliDder, 12 in. di;i
iia.
Starting heavy train.
Train of 29 cars freight.
• ideal curds from which
III. I.. P. Cylinder 20 in.
T kcnt
Cards v
OK BAJ.TIMORE 1 OHIO COMI-Or;
ken from front
t cut-off cards.
much steam as will fill six inches of its length at
each stroke. The author states that these results
are comparative, and the relation between them
would, of course, be the same for any speed or cut-
off. The locomotives cited have been designed from
the best practice in the country, and all have been
reported as working satisfactorily by those having
them in charge. From the thesis we abstract the
following description of the engines whose dimen-
sions are tabulated:
No. 1 is a Baldwin engine which was exhibited at
' running on
the Chicago exhibition in 1883 and :
the Northern Pacific.
No. 2 is one of the class A engines on the Chicago,
Burlington & Quincy road.
No. 3 is an engine built in 18.S6 by the Ma^n Ma-
chine Works for heavy passenger service.
No. 4 was built in the shops of the N. Y. C. & H.
R. Ry. Co. in 1887 from designs of Mr. Buchanan.
No. 5 is one of the three engines built in 1887 by
the Schenectady Locomotive Works from designs of
Mr. G. W. Stevens. They are now running express
trains on the Lake Shoi^ & Michigan Southern Rail-
road.
No. 6 is an engine built at the Old Colony shops
in South Boston in 1887 after the designs of Mr. .1.
". Lauder. It was designed for fast passenger ser-
ice between Boston and Fall River.
No. 7 was built in the Vincennes shops of the
Ohio & Mississippi road in 1888, and handles heavy
express trains on a liW mile division of that road.
No. 8 is a standard passenger locomotive on the
Grand Trunk road.
No. 9 is a standard passenger engine of the Chi-
cago & Northwestern road, built after the designs ol
Mr. Tilton, superintendent of motive power.
No. 10 is one of the standard passenger engines,
class A, used on the Chicago <.t Alton road. This
engine is equipped with Mr. Wilson's patent valve
gear.
No. 11 is an express locomotive built in 1887 at the
Susquehanna shops of the New York, Lake Erie &
Western road.
. No. 12 is one of the class A passenger engines of
the Pennsylvania road.
No. 13 is a passenger engine of the Central Rail-
road of New .Jersey, No. 169, which Is credited
with one of the fastest miles on record. It was built
at the Baldwin Locomotive Works in 1882.
No. 14 is also on the Central Railroad of New .Ter-
An examination of these tables shows at once
that there is no system in the present prac-
tice ol the country. In cases of bituminous coal
burning American type, the life of steam varies from
6'15 seconds, in the Baldwin engine to 393 seconds
in the Ohio & Mississippi engine. In examining
further we see that in the case of the drivers, the
latter has slightly the advantage, but the former has
steam comes the Chicago, Burlington & Quincy,
5-44 seconds. This has a large steam space and also
large drivers. In the anthracite coal burning Ameri-
can locomotive the life of steam varies from 7-87
seconds to 6-86 seconds ic the Pennsylvania and
New York Central engines to 505 in that of the
7); -
Lehigh Valley. In the values of —
the New
York Central takes the lead with 2308 as against
1704 in the Pennsylvania. We see thus that the
roads which are recognized as being the best
equipped in the country— the Pennsylvania in the
east, and the Chicago, Burlington & Quincy in the
west — show the largest values in columns 16 and 17.
The very great superiority of dry over wet steam
is well known. When the steam space in a boiler is
small the steam is used so quickly after being gen-
erated that it does not have time to free itself from
the moisture carried up with it by the intense ebulli-
tion. A greater steam space necessitates a larger
boiler. This, however, is an advantage in many
ways. It produces a heavy weight upon the drivers,
and thus allows for a large tractive force, and it en-
ables an engine to overcome steep and long grades
more easily because by proiwr management an engi-
neer can have a large quantity of water ready to be
converted into steam by the addition of a little
steam at the foot of the grades as reached.
From all the foregoing it appears that the only
possible basis upon which to establish locomotive
proportions is the steam space.
If more sets of complete experiments could be
obtained, with data from which the steam space
could be obtained in some such way as have indicated,
I think it quite probable that some law could be dis-
closed upon which a practical rule could be estab-
lished. But for the present paper I must content
mysell with pointing out how such a rule might be
obtained, its application, and its limitations.
Taking for example No. 17:
D-K S
Having determi:
18-03
the service to which the loco-
IHE RAIL^A^AY MASTER MECHANIC.
Heatiug Surface.
Hm
96.530
83.300
mm
5-;866
M.OOO
S^OOO
i)s.6:o
Ki.rai
K).280
sh.m
""•*"'
le.ooo
1.470
1,310
isjtsi
19.\S4
].3a5H
1.378
1.225
¥ i If-
12TJ-3
1272-3
127.;-3
1272-3
1272-8
'Tht-se two enirines aiv mogiils.
DIMENSIONS OF V,
(See "The Life of Steam," page
is to be subjected, the relation -caabeap-
j>roximately determined. Knowing S (steam space)
the size of boiler may be determined, keeping in
view the values for G and B, (grate and heating
surface) given in columns 8 and 7. This will bo lim-
ited by the condition thatalifeof steam of 6-9 seconds
may be expected, with an evaporation of -1105295 lbs.
of water (from and at 212 deg.) per sq. ft. of heating
surface for each ton of train hauled at a rate of 50
miles per hour, this figure being the average of a
number of tests made on American roads."'
With the advancement of railway construction,
and consequent additions to rolling stock, it becomes
quite a problem for the motive power department to
make all necessary repairs of engines and cars with-
out interruption to freight and passenger traffic. It
is therefore important to construct and locate suit-
can be approached from both ends of the pit, thus
avoiding delay in shifting. That this arrangement
is very desirable, can be readily appreciated by those
managing shops without these facilities.
The large building on the left is exclusively for
car repairs and is about 266 ft. by 135 ft. with 19 ft.
clear under roof trusses. The tracks are 20 ft. be-
tween centers, and are 13 in number. Each track
has directly above it in the roof a monitor, which is
provided with double glass having a 3 in. air space
between; this space answers the double purpose of
keeping the heat in during the winter, and making
it possible during the summer to work under the
ra.ys of the sun without painting the glass. The
building is divided by means of frame partitions into
five departments, of which the first one is 50 ft. wide,
and contains two tracks for passenger car and exten-
sive freight repairs; light repairs to freight cars are
made on the tracks between the main line and the
track nearest the transfer table.
double doors 10 ft. 8 in wide and 15 ft. 8 in. high in
center of arch, and the tracks extending out both
ways. There is a space of 80 ft. between the build-
ing and the transfer table pit, permitting cars to be
placed there without interfering with the running
of the table or the closing of doors. On the leftside
at a distance of 240 ft. is the planing mill. This
building is 56 ft. long by 50 ft. 7 in. wide, and is built
of brick with slate roof. Its combination roof
trusses are spaced 13 ft. 6 in. between centers, 19 ft. in
the clear, the pitch of roof being one in four. The
mill has an asphaltum Boor.
Figure 2 shows the interior arrangement of the
planing mill. The temporary end is turned away
from the car shops, as future extensions will be made
in that direction. The track, which is run through
the center, is used for bringing material from the
lumber yard near by, and to transport it (after being
finished) to the car shop, to which the track leads.
In the near future a lumber shed will be placed be-
^
Paint store Hou.e
I
-W
1 1 - 1'"'
oa
4 .:....»«
^
-
^'"
- \ -
1 1 r
1
\ \
1 ^ \ \
-^
4^
• '-■
1 1 ,
1 \ \
_L
.:a;v'
° X\
.C.il Bu. "- ■ N.^
THE C.\Mnf:X SHOPS.— PENNSYLVANIA RAILROAD.-Fi.
able repair shops at different points along the road,
where light repairs can be quickly and economically
executed, and thus obviate the sending of engines
and cars to the main shops, which may perhaps be
located far away.
Such a shop has within the last two years been
built by the Pennsylvania Railroad, on the Camden
and Amboy division, about two miles from Camden
Station, X. .1.
By referring to the general plan Fig. 1, it will be
noticed that the shops are located on a rectangular
shaped piece of ground parallel to the main line, the
two main buildings being set at a right angle to said
line. This location affords equal advantages for
i-ntering the shops from either end of the road. The
tracks are also so arranged thai the transfer table
Next to the repair shop is the cabinet, upholster-
ing and varnish shop; each one occupying in length
one-third of the width of the building, and being 30
wide. The office of Master Mechanic Hill is for the
the present in the varnish shop, until an office and
store house building, not shown on the plan, is com-
pleted. The paint shop, which has 9 tracks, will
hold 18 passenger cars, with enough clearance be-
tween cars, as well as betweeen cars and walls. The
floor is asphaltum and the walls are brick, except
one end wall which is framed and covered with cor-
rugated iron, so as to be easil.y removed when future
extensions require the lengthening of the building.
For the same reason the partitions are also frame
work.
Both sides of Ihi- Iniilding are provided with
tween the planing mill and the car shop to receive
and store finished lumber. The stationary engine in
this mill is of the vertical type, and has a capacity
of 125 horse power. The power of the engine is in
excess of the present requirements of the shop, and
was based on the future, running for the present
with an early cut off. The shop is heated with ex-
haust steam from the engine, but there is a live
steam connection which is, however, only used when
the engine is not running. The arrangement of
shafting, and the location and particular use of vari-
ous tools, are plainly shown in the engraving and
need no further explanation.
The transfer table is 60 ft. long and is composed of
12 in. and 15 in. "I" beams, firmly bolted together,
and its running gear consists of 8 pair of 33 inch '
THE RAIL\VAY MASTER MECHANIC.
THE CAMDEN SHOPS.— PENNSYLVANIA RAILROAD -Fi
wheels mounted on standard fi-eight axles with 4 by
s in. journals. There are four tracks with 4 ft. 9 in.
gauge and Ifi ft. U in. centers, except the two middle
tracks, which are 17 ft. apart to obtain better guid-
ing of the table. The propelling is done by wire
rope located under the right side stone coping of
the pit, and the compensating carriages are under
the tracks at the ends. The speed of the table is
:i(H» ft. iK-r minute empty, and 200 ft. loaded.
About :W ft. to the right of the transfer pit the
greeting, boiler, machine, wheel and blacksmith
shops are located in another large building, about
266x71 in dimension. This building is also of brick,
and has a roof similar to the planing mill and large
doors of same size and spacing as the ear shop. It
will be noticed that the location of the different
shops in this building is particularly arranged to
facilitate the work. The blacksmith shop is in the
front end, directly opposite the car repair shop, and
in close proximity to the outside car repair tracks [
from which most of the blacksmith work comes.
Then comes next the wheel and machine shop, and j
last the boiler and erecting departments. As the
division of tracks is the same as for the car building
a straight line communication is obtained over the
table. I
Figure 3 shows the general arrangement and loca^ [
tion of tools in this building. It will be noticed that ,
the coppersmiths and the Hue welding machine are
located in the blacksmith shop. Repairs to boilers
requiring Banging are also attended to in this part i
of the building. A frame partition divides this part
from the rest of the shop. All smoke and dirt is
therefore uonfined to the blacksmith shop, except
that from the riveting fires, which of course must
be in the boiler department. Our drawing of the !
.-ihop is very clear as to the location of tools. Close
attention has been made to the placing of each ma-
chine where it would give the best service. Especi-
ally is this the case with the 78 in. wheel" lathe,
which has been placed directly opposite a door open-
ing, which makes the handling of driving wheels
very convenient.
The engine is of 150-horse power, Corliss make,
and has, like the planing mill engine, been rated to
allow for extensions. Within the railing surround-
ing the engine has been placed a 400 light Brush
dynamo machine, which supplies the light for the
entire plant.
The foreman's office and the tool room are of neat
design and the latter has several special tool finish-
ing machines, which are used for no other purpose.
Each workman is furnished with ch-cks bearing his
particular number, one of which must be handed in
for every tool taken from the tool room.
The erecting and boiler shops occupy six tracks,
and at the ends of the tracks along the side of the
building the vise benches are located.
This building and the car shop are both heated
with the Sturtevant hot air system, each building
having a separate fan and engine for that purpose.
The air is forced through galvanized iron pipes, rest-
ing on the roof trusses, along all sides of the build-
ing, having outlets every 20 ft. extending to within
7 ft. of the floor.
To the right of the locomotive repair shop is the
casting yard, coal bin, iron racks, etc., and at a dis-
tance of 10-) ft. the boiler house. This building is 32
ft X 40 ft. It has brick walls, iron trussof the Fink
design and a slate roof. It is eouioned with tliree
boilers, locomotive type, with sloping lire box, th
diameter of the shell being .50 in., and the total
length 21 ft. The boilers have 74 flues, 3 in. outside
diameter 11 ft. long. The fire boxes are 4 ft. by 7 ft.
and have a heating surface of 0(i2 square feet. A
pressure of 100 lbs. is carried in the boilers. The
boilers are connected to a main pipe 8 in. diameter
which is carried under ground in a 2 ft. square brick
conduit. At the machine shop, the pipe branches
into two (i in. pipes, one of which enters the shop,
and the other runs parallel with the building to the
property line, which it follows to about midway be-
tween the car shop and planing mill, where it again
makes a bend, and runs to a point opposite the plan-
ing mill. .\i this place the diameter is reduced to -5
in. at which size it enters the planing mill near the
engine. At the bends the pipe is joined by copper
VA.NIA UAII.KOA
THE RAILWAY MASTER MECHANIC.
expansion joints, shaped like a horse shoe. The con-
duit is covered by 3 in. boards, laid crossways iu sec-
tions, which can readily be removed in case of leaks.
The smoke boxes are connected with a 4 ft. diame-
ter brick flue, running under the ground to the out-
side of the building, where it joins a sheet steel
stack 4 ft. internal diameter, and 90 ft. high. The
stack stands on a stone foundation, and is self sup-
porting. It is lined half way up with fire brick, and
the remainder with red brick. The stack is made of
steel, T-16 in. thick at the base and i in. thick at the
top.
An artesian well has been bored near the boiler
house from which a Duplex steam pump, located in
an annex attached to the boiler house, lifts the water
into the two 3-5,000 gallon tanks standing close by.
The water is under ordinary conditions distributed
from the tanks, but the valves are so arranged that
in case of fire, the pumps will force the water di-
rectly into the main, whereby a pressure is obtained
which will throw a stream over the roof of the high-
print, a reduced cut of which wc herewith give, needs
no further explanation. Its usefulness is apparent
upon the face of it.
NEW YORK, LAKE ERIE & WESTERN TEN-WHEELED
ENGINE
The rapidity with which the ten-wheeled engine
is coming into favor for fast and heavy passenger
service is abundantly evidenced in the number of
this type which are now being built. One of the
latest designs of this class is illustrated in per-
spective in this issue, and last month we published
the drawing of the boiler for the same engine. This
engine is one of several built by the Baldwin Loco-
motive Works for the New York, Lake Erie & West-
ern Railroad. This engine is one of the heaviest of
its class, having 20x24 in. cylinders, 08 in drivers,
and a total weight of 130,000 lbs., of which 100,000
lbs.
I the drivers.
The engine is designed to burn hard coal, and has
We recently had the opportunity of watching the
performance of this and a sister engine in service,
and can testify to its excellent steaming and easy
riding qualities, the latter being particularly notice-
able when entering and leaving sharp curves, of
which the eastern division of the Erie has its fair
share. Many little conveniences are provided, tend-
ing to the comfort of the engine men. For example,
a ventilator is placed in the top of the cab, while
the roof itself extends back much further than usual
over the front of the tender to afford a protection to
the fireman against rain and snow. The engineer's
brake valve is placed bodily under the running
board, with a stem running up from it to the side of
the cab, convenient to the runner's right hand, the
one he has free from the throttle lever. On the left
"T^' — ^-^^"'-^
XEW YORK. LAKE ERIE & WESTERN TEN-WHEELED ENGINE.
est building. Water plugs and hose reels are pro-
vided for the large buildings and throughout the
yard.
The areas of these shops are as follows: Paint and
car shop, 3.5,93:; square feet; erecting, machine,
wheel and blacksmith shop, 18,875 square feet: plan-
ing mill, ifi'li square feet; boiler house, 1,280 square
A VERV useful blue-print is issued from the office
of Mr. Wm. A. Foster, superintendent of motive
power of the Fall Brook Company's lines, showing
^^.M'M..®Am^®
©,...©
M-M-MS
the weights on each pair of wheels, the distances be-
tween each pair, the total wheel base, etc., for the
several classes of engines on that road. This blue-
a fire-box 11 ft. long and 43 in. wide, the crown of
which is supported by radial stays. The principal
dimensions of the engine are as follows:
Class of engine..
Gauge of road...
Length t>i tubes,.
Fire-box
Steam pressure...
Heating surface, tubes. ,
side of the boiler in the cab is a short length of hand
rail which is very convenient to leave the arm on
and to brace one's self against.
Taken, as a whole, the engine fairly represents the
latest and best development of locomotive engineer-
ing in this country, and as such must be a source of
gratification, both to the builders and owners.
The credit for the design of this-notably successful
engine is due to the officers of the Erie Railway. The
dimensions of cylinders and driving wheels, and the
general dimensions of the boiler were specified by
Mr. E. B. Thomas, vice president, and Mr. Ross
Kells, superintendent of motive power of that road.
The details-were worked out by the Baldwin works
to conform to their patterns and usual shop practice.
Railway Patents Expiring in April, 1890,
> F. St.,
Cvllnders tiard close v
Piston rods
Guides (Lalirti
1 Furnished by F, H. Brock, patent attorney, (J3!
.Vashiugton, D. t'.. These patents are now free to be man
ifactured by any one. Copies of any patent furnished by
Hr. Brock at 15 cents.]
Sanding device for locomotives, M. Y. Nobles,
> , - : -■!■ tnicH, .1. McCauley.
< .1 I \ I'ui-sell.
nl, C. Latimer,
Driving tires, front (plain) -n
Driving axle ujk ii1i*j..iii. ,>Kt-.,
Driving axle Journals ,': M"; in
Driving boxes cast iron, phosphor bronze bearing.
Connecting and pai-allei rods steel.
Crani£ piny steel.
BNGISE TBCCK.
:eis 33 in. steel tired, Paige spo e.
BS Otis Steel
Jjoumals 5x10iD.
Tank thickness....
Tank capacity
Tender frame
Trucks
side and back 3-16 in., remainder M i
Convertible lieiKlil car, T, Fogg.
Car heater and ventilator, C. F. Whorf,
Car replacer. J. F. Baxter.
cutting tools has been adopts
shops of the Pennsylvania Railroad, at Altoona. A
tank is placed just beneath the roof at one corner of
the shop, pipes running thence to the various ma-
chines. The lubricant thus Hows by gravity to the
various machUes, from wltich it is drained away by
other pipes to a tank beneath the floor. This tank is
placed directly beneath the upper tank, to which the
oil is pumped.
PMay, 1890.
THE RAIL\VAY MASTER MECHANIC.
The principle followed by Eiffel in all his struct-
I ui-es of this kind is to erive the angle such a pitch or
curve as not to require diagonal bracing. The tower
, „., ^u.^.., ..,., „^uu==.,„j ,=>„ 6. ".»>-.. ... lilusl ] was the direct outcome of a series of investigations
ated by large drawings and slereoptiuon | ' made by M. Kiffel in 188.5 to ascertain the extreme
The Paris exposition has come and gone, and it is | limit to which iron piers of viaducts could be pushed
already so much a thing of the past that perhaps our
interest in it would be slight were it not for the
fact that we are so soon to attempt a similar work in
our neighboring city, Chicago.
Our exposition is to be measured by the success
and beauty of that at Paris, and the standard there
established was so high that ample lime, as well as
money, is required for the gigantic undertaking. 1
hope to give you, by the aid of the lantern and the
screen, such an idea of the magnificence and beauty
of the exposition buildings at Paris as will help yon
to understand the reasonableness of the demands
of those who favor ISftS as the proper time for the
opening of the American exposition. In our short
talk I shall not confine myself to machinery, but we
will devote some attention tt> the products of ma-
chines and the work of the engineer. If we except
the decorative and artistic features, this covers
nearly all there is of an exposition; but we can only
deal with the subject in a general way.
7'he two most prominent objects of interest at the
Paris fair were the Eiffel tower and the machinery
hall, — the former the highest structure ever erected
by man; the latter the widest building ever covered
by a single span. These are the structures which
we must either imitate or excel, and I shall give a
description of each of them.
Clreat works of this kind are not the subject of a
special and sudden inspiration; but when we inquire
into their history and development, we always find
that nature has been gradually preparing the man
for the work and the occasion— the time, the de-
mand, are theopportunity for the climax of a career.
Kricsson did not suddenly evolve the idea of the
monitor. It was the ripened result of the study of a
\ije time. In his native Sweden he had often watched
the logs tossed by the storms on the lakes, and he
thus obtained the ideas of necessary stability of a
vessel for coasting service. He was taught in his
army experience the art of building forts, and the
use of a round tower for a defense in an open place.
With a magnificent patriotism he was always study-
ing how to defend his country from the attack of the
Kusiians, and he made plans for gun boats and fur-
nished them to Napoleon as an enemy of Russia and
an ally of Sweden. Thus it was that Ericsson pro-
duced the monitor as the result of a great experi-
ence in similar construction, and thus it was that
M. Eiffel produced his monumental work, the Eiffel
tower, the iron eolumn'of the republic.
Eiffel's career gradually led up to his latest grand
achievement. He was employed on the Paris & Or-
leans Railroad, and used various wrought iron braced
structures, instead of cast iron columns or masonry.
He was among the first French engineers to erect
bridges without scaffolding, by building the struct-
ure out panel by panel. His greatest work of th'
kind was
with safety. The tower consists essentially of a
pyramid composed of four great curved columns, in-
dependent of each other, and connected by belts of
girders at the different stories until they unite to-
ward the top. Iron wjis used in the structure
throughout.
The cap-stones on the foundations have a crushing
strength of 1,600 lbs. per square inch, and the great-
est load on them possible is 42-5 lbs. per square inch.
The total load on each pier is 1,970 tons, or 3 tons per
square foot of masonry. The cast iron base plate on
the masonry has a cylindric cavity 40 in. diameter
and 36 in. deep. The end of the arched column
forms a plunger, which enters the cylinder, and is
secured by bolts, thus constituting a hydraulic press
upon which a pressure of 800 tons could be exerted,
thus providing a means of adjustment. Thin plates
of steel were introduced as the plunger was forced
out in order to secure the desired variation of level
The total weight of iron in the whole structure is
7,300 tons. The actual work on the foundations was
commenced in January, 1887,— the plans having been
completed in June, 1886.
The machinery hall is 375 ft. wide and 1,380 ft.
long, and covers an area of 900,000 sq. ft., or 14 acres.
It cost $l,.'iOO,000 or $218 per square foot. The great
nave is the shape of a Gothic arch, composed of steel
girders 7 ft. deep, extending from the floor line,
where they have a cylindric bearing, to the top of
the arch 100 ft. above the floor, where these girders
again unite on a large pin bearing. There are 20 of
these main girders which form the roof of the build
ing, the larger portion of it being covered with
glass. The greatest span for a roof heretofore is ol
the St. Pancras station in London, which has a
width of 240 ft.; but it is connected across by the
rods. The roof of machinery hall is entirely cl
of all ties or braces — below the main girders. Each
of these steel girders weighs 160 tons. The total
weight of steel in the nave is 7,400 tons, all resting
on cast iron roller joints having a surface of not
more than 302 sq. ft., or a pressui'e of 24 tons per
square foot. The foundations were commenced in
July, 1887, and completed in December that year,
and the hall itself was finished in May, 1S8H. The
cost of this great structure— *1, .500,000— was made
up as follows:
Glazing
Decoration.
Paiatlng
Power was supplied free to the exhibitors of ma-
engines for the
ber of different
Iders who were paid by the administration upon
a fixed tariff; and the engines and boilers so em-
ployed constituted exhibits in themselves. It re-
quired 31 boilers evaporating 114,000 lbs. water per
hour. The pay for the boiler service was ilSb for
2,200 lbs. water evaporated. The coal consun\ption
was 52 tons per day or about 10,00(1 tons during the
six month:
arabit viaduct, where an arch of .541 j chinery in motion-the boilers
ft. span crosses a torrent 400 ft. below. The success | P"i'PO'se being furnished by a
of this great arch gave courage and confidence to M. I "'
Eiffel, as he pointed his lattice column to the sky, I "*
and builded its dizzy heightsinto the clouds. He was
the engineer for the angle iron structure which sup-
ports portions of the Bartholdi statue of Liberty,
and also for the locks on the Panama canal, and
some of these locks were actually built before the
failure of that enterprise.
Tall towers are not a modern idea. Ai
1S33 the old English engineer Trevethick proposed
a 1,000 ft. tower, to be made of cast iron cylinders
100 ft. in diameter at the base, and the whole struct-
ure to weigh 6,000 tons. This was intended to com-
memorate the passage of the reform bill. Treve-
thick's tower was never built.
In 1876, at the time of our own centennial, Messrs.
Clarke, Reeves & Co. offered to build a square
wrought iron tower 1,000 ft. high, but I heard Mr.
Clarke say in Paris that he was glad their tower was
not built, because that of M. Eiffel so far surpassed
his plan in beauty.
Belgium, 2; United States, 2 ; Switzerland, 4:
France, 23. Most of the engines were of the Corliss
type, and many of them were compound, while some
were triple expansion. Eich engine exhibitor sup-
ilied all steam pipe valves and other connections,
lesides the transmission requii'ed for communicat-
ng motion to the main shaft. The pay was $8 per
ndicated horse power for the whole time of 180 days
or 44 cents per h. p. per day of 7 hours.
The shafting was arranged in four lines running
nearly the whole length of machinery hall, and hav-
g a total length of about 4,.500 ft. The lines of
shafting were supported by double cast iron col-
umns connected at the top, forming a support for the
bearings, and by bearings suspended from the
lattice girders connecting the columns longitudi-
nally. These girders supported electric traveling
cranes which were used in placing the heavy ma-
chinery and afterwards in carrying passengers
through the hall. The main shafting is '» inches
diameter, excepting at main pulleys at engines,
when it is increased to 5* inches diameter. The
height of shafting above the floor was 14 ft. 8 in.,
and the speed of revolution 1.50 per minute. The
pay for shafting was about Oi cents per yard per day.
In the agriculture galleries there were 670 ft. of 2*
inches shafting driven by an electric motor which
derived its energy from a dynamo and eTjgine in
machinery hall.
At one end of machinery hall was a very interest-
ing exhibit which combined chemistry and me-
chanics in a bold, curious and successful attempt to
copy nature and perform the function of the silk
worm by transforming woody fiber into silk fiber.
The digestive juices of the worm acting on its food
—the leaves of mulberry trees— transforms it into a
peculiar substance resembling horn and called
kerotine. It fills the two glands from which it
exudes in the form of fine threads which unite, and
the silk fiber thus discharged often reaches 1,000 ft.
in length. This fiber is cellulose, combined with
nitrogen. In the artificial process, ordinary papei'
pulp, white wood, cotton waste, etc., are the start
ing point. This is treated with defined mixtures of
sulphuric and nitric acid. The nitratic cellulose is
then formed into collodion by dissolving into a mix-
ture of ether and alcohol. The fiber, as it issues
from the apparatus, isone of the most inflammable of
substances, containing too much nitrogen, and the
method of reducing the nitrogen is the secret of the
inventor. After denitration the filament becomes
gelatinous, and it can be dyed any desirable lolor.
The filament is forced under pres.sure through a
tube, and a cup of water, and, the pasty condition
being solidified by the water, it can be drawn
out without breaking and led on to a reel. Seventy-
two of these tubes are on one machine, and one
tube can produce II miles of fiber per hour. The
product can be sold for one-third the cost of real
silk, and it resembles the natural silk very closely;
is smooth and brilliant and has a strength about
two-thirds of the real article, or about 20 tons ixjr
square inch. Woven into a tissue it appears
stronger and less litble to cut, due to the fact Ibat
it is not charged with zinc and lead used in dying
silk. These foreign matters are introduced for the
purpose of "weighting" the silk.
The illuminated fountains were the principal at-
traction in the evening. The colored jets were not
produced by throwing colored lights upon the sur-
face of the water as has been employed at Niagara
'Ih
position was open. The lowest I and Saratoga. The method here employed was to
n pressure regularly carried was 8-5 lbs. and the j imprison the luminous ray itself within the liquid
est 142 lbs., the average for most of the boilers ; jet, and so perfectly that each particle of water be-
being 125 lbs. The boilers were located in a long ! comes, as it were, incandescent, and the whole
row of separate buildings in a space reserved for i stream transformed into a brilliant mass of molten
them between the machinery hall and the boundary j gold or silver. The jets suddenly change theircolor
of the Champ de Mars. | and sparkle like fire-works in the darkness, throw-
The power for machinery in motion was .supplied i ing innumerable sparks in all directions; but unlike
by 32 engines of various sizes from .50 h. p. to 200 j pyrotechnics, the effect can bo prolonged as desired.
h. p.; 28 of these were required for the four lines of | The principle is not new, but its application on a
shafting, running the whole length of machinery | large scale, as at Paris, was one of the greatest
hall. The maximum power available was .5,000 h. p.. i novelties of the exposition. It has, I believe, not
but only 2,600 h. p. was required. The engines were | yet been employed in America, yet it could be
sent from the following countries: From England, 1; made far more beautiful, safer, and less expensive
THE RAIL^VAY MASTER MECHANIC.
than the usual pyrotechnic display on 4th of July in
our large cities. It. dates back to the Swiss physicist
CoUadon, 1S41. In the side of a vessel, filled with
water, CoUadon made a small opening from which
he allowed the water to issue in a parabolic jet. By
means of a lamp and a lens he threw rays of light /
to the origin of the jet. and they became imjrt-isoned /
by means of a series of total reflections which pre-
vented them from escaping, and when placed in the
dark it produced the effect of a luminous parabola.
The luminous fountains at Paris contained 300 jets,
and discharged 4-5,000 cubic feet of water per hour.
The beam of light passing into the interior of a
liquid tube, with a thickness of the water envelop
of only 1-V2 inch, cannot escape. In this way jets
M in. in diameter and 1-5 ft. high, were perfectly
illuminated. By placing plates of colored glass
across the line of rays near the origin— the arc
lights— the colors of the jets were changed at will,
and many beautiful combinations produced. The
whole set of jets was under the control of one oper-
ator, who signaled by electric buttons to his assist-
ants stationed in vaults under them.
MAIN BOD OIL CVF, H., L. S. & W. B. B.
In the accompanying illustration we show a novel
form of oil cup, designed by Mr. .John Hickey, gen-
eral master mechanic of the Milwaukee, Lake .Shore
& Western Railroad Co., and used on engines of that
line. The cup is a double one and is meant to be
used on the back end of the main rod. One of the
chambers contains oil and the other tallow. Each is
provided with a separate cap, or cover, on top and
each has a separate passage for the oil or tallow to
go to the journal. The object of the cup is at once
apparent. The chamber marked tallow on oui draw,
ing is filled with that material and the cap screwed
on, a small vent hole being provided in the latter for
the admission of air in case the tallow should be fed
down upon the bearing. The other chamber is foi
oil as indicated and is used in the oidinai\ waj
Should the journal become hot the tallow will melt
and feed down upon it without any cai e whatever
from the engineer. The least heating of a pin which
will be sufficient to melt the tallow will immediatelj
result in a supply of that material, theieb\ ledui ng
the heating unless it should prove a veiy seuous
case. The cup has been in service for some time past
and has been giving most excellent results.
COMMUNICATIONS.
The Georgia Bailway Shops at Angasta.
AlKEX, S. C, April IS, 18D0.
To the Editor ot the Railway Master Mechanic:
Being in the vicinity recently, I took occasion to visit the
machine and car shops of the Georgia Railroad at Augusta,
Ga.
The machine shops, which are in charge of Master Me-
chanic John S. Cook, while not being very large, are well
arranged, and every thing is remarkably clean and well
kept.
The machine and erecting shop is a large rectangular
brick building, at one end of which is the main office and
the master mechanic's jirivate olHce, and at ihe other, the
The shop contains three erecting tracks, each of which
accommodates one Urge locomotive. Most of the machine
tools are modern, and large tools are served by cranes. A
track runs from end to end of the shop to facilitate the
handling ot heavy pieces. The motive power of the shop
consists of a horizontal, single eccentric throttling engine,
having its steam chest above the cylinder and its lower
rocker arm slotted, enabling the value travel to be changed
if desired. A gauge is attached to the steam pipe.
The blacksmith shop, which adjoins the machine shop,
has one steam hammer of recent design, and eight forges,
the blast for which is supplied by a Sturtevant blower in
the machine shop.
The store rooms are in a large two-story brick building,
just opposite the entrance to the master mechanic's office.
The first floor is fitted up with a great number of compart-
ment shelves, and drawers, in which are kept various loco-
motive fittings and attachments. Everything here is very
orderly and well arranged. The second story is used as a
general store room, and contains a little of everj thing.
MAIN ROD OIL CUP
The round-house, which is built of brick, is connected
with the blacksmith shop. It is floored over throughout,
and has stalls for 30 locomotives. In the center is a large
Sellers iron turntable, the rail of which is laid on granite
blocks. All the pits are cemented. Tracks lead over the
iron transfer table to the machine shop. Attached to one
partof the round-house wall is a complete Wcstinghouse
automatic brake and train signaling apparatus, which is
used to test various parts of the brake mechanism, such as
triple and engineer's valves, etc., and also to illustrate
their working. Adjoining the round-house is a wooden
shop in which tenders are built. The machines in this shop
are run by a horizontal, plain slide valve throttling engine.
In the round-house at the time of my visit, were some
very handsome coal burning mogul engines, built at the
Baldwin Locomotive Works. These engines have the
Eames vacuum driver and tender brake, and are also fitted
with the Wcstinghouse pump, main reservoir, etc , so as to
operate the air brakes on cars when desired. They have
the extension front end and open stack. Many of the loco-
motives belonging to this road are fitted with steam bell
ringers.
The car shops, which have recently been completed, are
very large, are built entirely of brick, and are among the
finest shops of the kind in the country. They are remark-
ably well lighted and ventilated, and are heated by steam
pipes attached to the walls.
Mr. E. S. Scheetz is the master car builder, and every-
thing in and about the shops bears evidence of his energy
and ability.
>The side and end walls of the building are 'M in. thick,
and the partition walls between the engine room, mill,
erecting shop and paint shop are 30 in thick. The door
jambs are of heavy cast iron. The mill is 90x130 ft., ad-
joining which is the erecting shop 90x180 ft., containing 8
tracks which accommodate 8 passenger or 16 freight cars.
The paint shop, which is next to the erecting shop, is 90x90
ft., and has tracks for^4 passenger cars.
Above the mill is the cabinet and pattern shop, and the
draughting office. The floor, which is OOxl'iO ft., is sup
ported b.v longitudinal iron girders of 1 section, which abut
the partition walls and are supported by 10 in. tubular
in columns resting on brick piers s ft. square at base, 34
square at top, and 8 feet deep. Above this shop is the
pattern loft and storeroom for fine lumber. Here all the
patterns for the locomotive as well as the car department
are kept. The floor, which of the same dimensions as that
of the cabinet shop, is supported by trussed beams, resting
in iron chambers on wooden posts. All machines in the
pattern shop belt direct to pulleys In the mill, and are
operated by pull rods, etc., thus doing away with all un-
necessary shafting. Locomotive cabs and pilots are made
here. Pilot bars are inserted into the bottom rail, not
merely bolted to it, as is sometimes done.
The draughting office is large and %vell lighted, and con-
tains a very handsome cabinet for drawings, made of Geor-
gia pine and black walnut, and finished with gold bands.
This cabinet has IS large drawers and IS cases with glass
fronts, each case being divided into tl compartments. The
drawers and cases are gold lettered.
The mill contains a number of the most modern ma-
chines, all of which rest upon brick and granite fouuda-
tions. Among those specially worthy of mention is a 60 ft.
dimension planer, and a mortising machine which is capa-
ble of mortising end sills for over 100 cars per day. This
machine takes a hollow chisel, from }i to 3% in. square. In
order to fully test its capacity, Mr. Scheetz, with the assist-
ance of three laborers to handle lumber, mortised end sills
for O-'i freight cars in 4 hours and 1.5 minutes.
Hoods are being placed over all machines to remove dust,
and a 00 in. Sturtevant blower is used to produce draught.
All machines are provided with large wooden boxes, in
which the tools belonging to them are kept, each in a sep-
arate compartment.
An electric press button is located near each machine, by
means of which a signal gong can be rung in the engine
room. Three strokes of the gong signify stop; two, slow;
and one, all right. The device has been found of great
convenience.
The machlner.\' is run by a 70 hol-se power Corliss engine.
The foundation for this engine is T ft. of brick, resting
Mat. 1890
THKRAILWAY MASTER MECHANIC.
upon three courses of 4x14 in. Georgia pine. The boiler is a
return tluetubular.carryinpr'JO lbs. of steam, and fed by two
Seller's "76" injectors. A W ft. transfer table runs the en-
tire length of the shop. It was designed by Mr. Scheetz,
runs on four 4 ft. 9 in. gauge traclis, and is worked by four
The average rate of production of these shops is eight
box, or 13 gondola cars per weel<. with a force of 12
men. No passenger cai"s liave as yet been built. All work
done at these shops is on the duplicate system, all parts of
a car being interchangeable with like parts of similar cars.
In conclusion, I cannot but acknowledge my obligations
to Mr. E. S. Scheetz for the very cordial mannerin which
he received me. and for the trouble he took in showing me
me everything of interest in the shops under his charge.
Qcestlons for Tagbconic— Chimney Design.
To the Editor of the Railway Ma.sttT Mechanic:
The better way to build chimneys for locomotives
one that produces best results and the best
Chimneys of one thickness of iron with a ring aroiind the
top may appear to "one not posted in such matters" to an-
swer the purpose of a good chimney. Some of the objections
to it are as follows . It being of one thickness of iron and
without air jacket the atmosphere being colder than the
gases passing through the chimney it tends to cool them (the
gases) down and interfere with the rapid draft requisite in
a good chimney. In a chimney having an air space with
the outer shell of planished iron the inner walls are kept
well up to the temperature of the gases passing up it, thus
accelerating those gases, and doing the work that a good
chimney is designed to do. The planished iron presents a
smooth surface to the atmosphere, which reduces the air
resistance to a minimum, and it can be cleaned much easier.
The top casting to which " Taghconic " objects produces a
fine finish at small cost : it also suits the eye and, as sometimes
happens, assists in putting the weight where most needed.
If there is no call for beauty in mechanics, why put the half
round iron around the chimney of one thickness? It must
be for appearance only, although it is, in fact, an apology
for a finish. It is furthermore a well known fact that the
shape of the top of a locomotive chimney has much to do
with its performing the function it was designed for, as the
action of the air coming in contact with it at a high rate of
speed always has an influence on the draft. (See Clark's
work on Locomotives. \
I would like to have "Taghconic'' explain what he means
by proportioning the chimneys of locomotives to the blast
pipes as 13 to 1. By this rule the size of grate, and number
and size of flues are entirely ignored. Can this be a cor-
rect solution of the much "mooted" question f Does he
mean that the chimney should be twelve times the area of
the blast pipe; If so, does this refer to a blast pipe with
one opening or with twof If with two openings does it
take the area of both or only one ; and if only one why will
it require so much smaller chimney for a locomotive using
two blast pipes than one using a single pipe; if the area
of both are taken, why, as only one exhaust takes place at
a time on well designed locomotives; And when there is
only one exhaust at a time why should the chimney be any
smaller than where only one is used. By fully explaining
these matters there are many who will "rise up and call
him blessed."
One more suggestion and I am done : I would like to
have "Taghconic" let us know if he would have his house
built after the modern style of architecture, and then have
the roof put on without any cornice for a finish or would
he have the builder put an old fashioned hoop i made from
one-half of a hoop pole) around in place of a respectable
cornice; Invrstihtor.
When, finally, I was obliged to take the bull by the horns,
a short investigation convinced me that the automatic
converting compound, with cylinders of proper sizes, has
greater starting power than the simple engine, and I have,
therefore, made the Old Colony engine an automatic one.
It will get a train away from a station, I feel confident,
smarter than the lSx'24 in. engine whicli is now satisfact-
orily performing in the Old Colony service, and it will not
waste steam in starting as the hand connecting engine
would. Moreover, it cannot be abused: it must always be
a compound locomotive, and will at once begin to fulfill its
object of saving steam. Still further, it is as easy to
manipulate by the engineer as the simple engine, and this
will tend to immediately make it popular on the road.
F. W. Dr(N.
BALANCED SPINDLE 48-INCH RADI&L DRILL
The balanced spiudle 4g-ineh radial drill shown in
our illustration was designed especially to meet the
requirements of the mechanical department of the
Pennsylvania railroad and was made for the new
by a screw or rack and pinion, and the latter is
mounted on a slide on side of the column, and ad-
justed by a screw. .\ny further information will be
cheerfully furnished by the builders, the Belts Ma-
chi ne Co., Wilmington, Del.
The Jane Convention of the Master Mechanics' Association.
Secretary Sinclair announces that the members of
tlie association having voted by a large majority in
favorof holding the next convention at Old Point
Comfort, Fortress Monroe, Va., the executive com-
mittee have arranged to hold the meeting there.
The pi'opi'ie'or of the Hygeia Hotel, Old Point Com-
fort, has agreed to accommodate the members and
their friends for $3 per day, when no extra accom-
modation is called for. Rooms will be reserved
specially for the use of members till the day the
meeting opens, ,Iune 17. Those desiring to secure
rooms should apply to F N. Pike, Hygeia Hotel,
Monroe, Va.
BALANCED SPINDLE 48-INCH RADIAL DRILL.
The Old Colony Compoand
BosTos, Mass., April i:!, \sm.
To the Edittir of the Railway .Master Mechanic:
Sir— In your April issue I read a short description of
the compound locomotive which I have designed for the
Old Colony Railroad Company. The description is, in the j
main, correct. You are. however, wrong in saying that ]
the engine \vill be changed from simple to compound, and |
vice versa by band. This will be accomplished auto- I
matically, and the device used will have no connection with
the cab. It is true that at first I intended to convert the '
engine from one kind to the other by hand, because I, at
that time had an idea, which I did not take the trouble to j
verify or disprove, that it was necessary in order to start
a train quickly.
I had fully made up my mind to place whatever device
I should use, in the smoke box. and thus be enabled to
make the drawings of everything but this converting
device first. By this means I did not keep the design back,
and secured ample time for consideration of the starting I
mechanism. 1
shops at Altoona. Power is received by a cone of
four speeds, back geared, giving eight changes to the
spindle through suitable shafts and gearing.
The arm, upon which the spindle carriage moves
radially, has a long hearing carefully fitted upon the
upper part of the main column, on which it revolves,
when required, to any position within its range, and
can be readily made fast at any point by a single
clamping screw.
The spindle carriage has a horizontal movement,
by hand, through a rack and pinion, and can be
firmly clamped to the arm by a conveniently located
lock-nut.
The vertical feed movement of the spindle has
three changes and is simple and effective; it can be
instantly disconnected from the spindle, which is
then readily and rapidly moved through its entire
travei'.se by a hand lever in convenient location, and
retained in any position by the counterbalance,
which also serves the important purpose of steadying
the downward motion of the drill in passing through
unsound material.
The column rests on a well proportioned base
plate, truly planed and provided with T slots on
which work o( a larger class can be placed and the
drill spindle adjusted to operate upjn any part of
their surface.
Tables for small work can be of a variety of forms,
adaptable to the kind of work to be drilled; those
most commoaly used are the round, square hinged,
and box tables. The two former styles are mounted
in a short column and are raised and lo^vered either
Messrs. W. Garstang, T. W. Gentry and A. .1.
Cromwell have been appointed by President Briggs
a committee to carry out arrangements for the con-
SIEEL AIR BEiKE FIlriNOS-A SOFT METAL UNION
The application of the Westinghouse air brakes
to engines, passenger and freight cars requires per-
fectly air tight joints and if inferior metal is used
the consequences resulting from the ineffectual
working of the air brakes may be serious.
The Westinghouse A\i- Brake Company are, we
are informed, now using and have for the past few
years been using steel fittings m;inufaotured express-
ly by Stanley G. Flagg & Company, of Philadelphia,
Pa., but as the privilege of buying the pipe and fit-
tings from the Westinghou^se ."Vir Brake Company
has been left to the option of the users of them, the
Westinghouse Air Brake Company have given the
steel fittings the following recommendation:
Stanley G. Flagg & Company, Nineteenth street and Penn-
sylvania avenue, Philadelphia, Pa. :
Di;.*K SiBs: Having decided to sell our air brake appli-
ances separate from the iron pt|ie and fittings used with
them, our customers are in a position to buy such fittings
(if they 30 desire) in the open market. To all customers
who wish to avail themselves of this opportunity we shall
recommend the use of the steel fittings manufactured by
you. We have used them for nearly two years to the ex-
elusion of galvanized malleablcs and have had no defective
caused considerable annoyance using galvanized malleables,
THE RAIL^WAY MASTER MECHANIC.
May, 1890.
of these goods,
fittings that they are
_ntirely air tight, the thread full and sharp and tapped to
the original Briggs' standard, rendering them according to
our experience the best in every respect for air brake pur-
poses and the cheapest in the end. Yours truly,
\VF.sT.N<.llolsii Air Bk.vke Comimsv,
O. Miller, Purchasing Agent.
Some roads are using the Flags steel fittings for
locomotive work exclusively, giving their opinion
that they are economical in the long run both as to
time in connecting and also in wear and tear. These
roads are usings fittings of all sizes from i in. to 2 in.
The steel fittings are claimed to be perfect without
exception, having full "V ihreads,and being sound,
homogeneous and entirely free from leakage.
Experience has proved that for air brake connec-
tions all fittings and joints must be made exception-
ally tight, as air pressure is more seai'ching than
either water or steam, requiring all
be tight not only for the final test but to stand the
wear and tear of manipulation and service and also
the strain which is put upon them. The principal
railroads and car shops are, we are informed, using
the Plagg steel fittings with perfect satisfaction.
A soft metal union for gas, steam, oil, water, etc.,
connections is furnished by Stanley G. Flagg & Co.,
ordinary union will not answer. It is not so liable to
contraction and expansion as ordinary washer packed
unions, and, when once put up, does not require
tightening after the steam has been withdrawn and
the pipes allowed to cool and the steam put on again.
These unions have inserted in the head piece, a soft
metal packing which is concave. The tail, or oppo-
site, piece is convex and finished on the surface, al-
lowing the two parts to be screwed up tight and
loosened again without injury to the seat of the
union. Although the pipes may be a little out of
line, the connection of this union is such that when
it is drawn together and tightened (the seat having
concave and convex surfaces) a tight joint is made at
any possible angle, which is a great advantage, as
heretofore fitters have been inconvenienced in mak-
ing such connections free from leakage. This union
can be used for high pressure, standing, it is stated,
about 100 pounds steam pressure or 3,000 pounds hy-
draulic pressure without leaking, not requiring to be
screwed very tight to obtain the desired result, be-
ing just as good after being taken down and put up
again as when first put in. No other packing than
that mentioned is required with this union and it is
claimed that there is no wear out to it other than
that of actual wear and tear, as on the pipe. Some
of the principal locomotive works are using this
union and find it to give entire satisfaction, a strong
merit being that no washer is required and that a
tight joint can be made with but little pi-essure.
The manufacturers of this union argue that the
only true way of ascertaining its desirability is to
use it; and as they are prepared to furnish large
quantities from stock they offer to furnish with
promptness any sample orders that may be entrust-
ed to their care.
Secretary Sinclair, of the M. C. B. Association,
announces l!i new adherents to the rules of inter-
change, and says that several roads have been ad-
hering to the rules of interchange for two or three
years, but their names have not appeared in the
list at end of the interchange rules, owing to a mis-
understanding, and a belief on the part of some rep-
resentative members that the appointment of such a
representative implied an adhesion to the rules of
interchange, which is not the case. All interested
parties are requested to see that proper notice is
given to the secretary if any railroad companies de-
sire to have their names added to this list.
THE PNEUMATIC RAILWAY GAIE.
The interlocking pneumatic gate shown in our en-
graving is an application of the Pneumatic Gate
Company's widely known street-crossing gate to the
requirements presented at the intersection of
two or more railway tracks. Our engraving
was made from a photograph of the gates at
the crossing of the Chicago, Burlington & Quincy,
and Chicago, St. Louis cV Pittsburg railways near
Western avenue and Hilh street, Chicago; the train
held being on the C, St. L. & P. and that approach-
ing from the left being on the C, B. & Q, The gates
are so interlocked that when all are down the opera-
tor, located in the tower, may choose which of the
three sets he will unlock and open. It will be noted
that there is a single set of gates at the right, cover-
ing two tracks: this controls the Union Stock Yards
line and this set and the double set crossini- the C,
St. L. & P., four tracks can be operated entirely
independent of each other. An air compressor is set
up in the tower to furnish the air pressure needed to
work these gates (a maximum pressure of 10 to 12
pounds being required for prompt working), but air
compressed by steam power in the C, B. & Q. round
house, which is about 1,500 feet from the crossing, is
usually used. The gates ai-e, we understand, giving
excellent satisfaction.
This application of the road crossing gate principle
presents strong claims for favorable considera-
tion, especially for locations where the much
more expensive derailing device is not desirable.
It will readily be seen that the gate arms form
prominent signals and barriers, resting horizontally
.aci-oss the tracks except when forced by the operator
to their perpendicular position tor the passage of
trains. It is well said of the signal and barrier thus
presented when the arm is horizontal that the
signal is of such a formidable nature there is no mis-
taking it, and that to encroach upon it is to break it
and thus leave indisputable evidence of disobedi-
ence to orders. It will be noticed in our engravihg
that the signal toards carrying lanterns, are so
pivoted that they hang directly in the middle
of the track when the arms are lowered and disap-
pear from view when the arms are raised to the up-
right position. The absolute certainty of these
signals and barriers never being open in conflicting
directions is secured by means of an interlocking ar-
rangement controlled by the closing arms themselve g
THE RAIL^^^AY MASTER MECHANIC.
making it impossible foi- the opei-atoi- to i-aise the
ai'ms on one set of traclts until he has closed and
locked the arms on all eonfticting: tracks at the
crossing.
The advantages secui-od by this form or interlock-
ing gate for the intersection of railways may be
biieUy stated as follows:
1, A conspicuous signal directly in front of engines
and trains approaching on tracks that are not clear
which can be removed only when like signals have
lioen duly locked over all conllicting tracks.
1'. A formidable barrier moving vertically from
the perpendicular to the horizontal position, directly
across the track to be closed, thus occupying no neu-
tral position at any time, and not capable of being
removed except by the operator, and by him only
when all conllicting tracks have been provided with
a like barrier similarly locked.
:V. The operator {who may be the telegraph opera-
tor at the point) can be located in a comfortable
tower from which he can have an unobstructed view
of approaching trains, an undisturbed control of the
signals and barriers in all weathers and seasons, and
^ at complicated crossings, can have the power of dis-
' criminating in favor of passenger trains to a degree
seldom afforded.
A leading feature of the system here described is
that it has no moving parts underground. Thus in-
spection is made easy and trouble with water, frost
and concealed breakages are obviated. The gates
being operated by air, the connections between them
and to the tower are simply small fixed pipes.
In operating these gates where there is no avail-
able supply of compressed air, the operator, using
the simplest form of pump as a compressor, forces a
column of air through the small gas pipe connections
to pistons moving in vertical cylinders in the iron
gateposts. These pistons actuate, by chain connec-
tion passing over suitably placed sectors, the gate
arms. The tie between the pairs of arms is
accomplished by pipe connections which lead from
the bottom of the front cylinder in one ;> '-•
lo llie bottom of the back cylinder in i
opiiosiio post, and thus the air pressure can- -
the stveral gates to move in unison. At street liu-
iiiys the manipulation can be varied so that simulta-
ULHjus movement of the arms at diagonal corners of
I he crossing maybe had, thus providing for stopping
liersoiis appi'oaching, while permitting those on the
crossing and passing in the opposite direction to
clear the tracks. On these crossings, by turning
simple valves, any combination of gate arm move-
ment maybe had. On railroad crossings, of course,
such movement is not desired.
These gates are used at street crossings, on over
foi'tv I'uaus, among which we may mention the Balti-
more ,.'c(.>hio,Chesapcake&Ohio,C.,B.& Q.,C.,M.& St.
1'., C. & X.W., I). & H. Canal Co., Fitchburg,Lehigh
Valley, L. & N., M ch. Cent., Erie, N. Y. Central,
IVnnsylvania Railroad, C. St. L. & P., P., C. & St.
L.. Fort Wayne and Union Pacific. For further In-
lormation address the Pneumatic Cate Co., 99
Washington st., Chicago.
Mr. (ieorge VVestinghouse, in a circular announc-
ing the absorption of the Standard Car Heating &
Ventilating Company by the Consolidating Car
Heating Company, takes occasion to give some of
the reasons for this action, as follows:
It is conceded that the warming of railway cars
by steam generated in the locomotive has become
more than an experiment; in fact many railway offi-
cials express the opinion that this method must be-
come universal; but, to become universal, uniform
apparatus and practice will be necessary on all con-
necting: lines. As regards the use of like apparatus
on all lines, the arguments which have heretofore
prevailed with reference to brake apparatus can be
equally well advanced in favor of uniformity in steam
heating apparatus; and this uniformity in steam
heating apparatus will, as has been the case with
brakes, be much more likely to result from the con-
centration of the business into the hands of oi;e con-
cern, having the necessary capital and organization
to manufacture the apparatus needed lo meet all
reciuirements, and owning also the patents necessary
to insure to-the users reasonable freedom from the
annoyances of patent litigation, than in any other
way; indeed the little |m...'i. -- ~m f;ir made in fitting
cars has been due to tli- : ^ - i ' i-ing from the
use of dissimilar -, i were fully
comprehended by Ui - ; ;.il Company.
After a careful iii.\._^i;_.ii.oi>. 1 Ijccame con-
vinced that it is far iu advance of all other com-
panies in the completeoess of its several systems, and
in the scope and strength of its patents. The Con-
solidated Company is already the owner of the
Sewall "drum"", the McElroy'commingler" and other
valuable systems, in all of which are combined desir-
able features of steam and water heating.
The commingler system, it seems to me, most
nearly solves the problem of car heating. The
system involves the use within the car of
pipes containing water, with which steam is
noiselessly commingled through an ingenious device
which has the effect of quickly heating and circulat-
ing the water, and admits of the utilization of a great
part of the latent (stored) heat, which is necessarily
wasted in all direct steam systems, and secures the
regulation of the temperature of the water from
seventy degrees up to whatever is required for the
coldest weather; thus making it possible to avoid
the annoyance and discomfort which result from the j
use of those systems whereby the steam is admitted
directly into the pipes at not less than 212 degrees.
The pipes of the commingler system may be used
without an auxiliary water heater, or they may be
connected to a coil within a stove, so that fire may '
be applied and the circulation and heat kept up |
when the car is disconnected from the locomotive; i
although the heat ordinarily contained in this con-
siderable body of water will suffice for maintaining a
fair temperature within a car for some time after the
steam from the engine has been turned off.
THE NEW COUPLER AND BEAKE LAW IN IOWA.
Following is the full text of the new Iowa law re-
quiring the use of automatic couplers and brakes,
referred to in our last issue:
An act requiring all railroads, corporations, companies
and persons, operatiug a railroad and doiug business in
Iowa, lo equip all their engines and cars with proper, effi-
cient and safe automatic couplers and brakes, and for pre-
scribing penalties for failure thereof.
iiportance toany which
teution— that of safety
dus matter of sufficient
tain our interest in the
along
Be " '■'^m'ted by Ihc yencral asseiiMy of the s
of
Section 1. That it shall be unlawful tor any corporation,
co-npauy or person operating any line of railroad in this
slate, any car manufacturer or transportation company
using 1 r leasing ears, to put in use in this stale any new
,.;,,■« nr anv .-Hvs that hiiv.' I>wn writ in to the shop or shops
[,,!■ •■.•i;.'i\ii ri'iMii--, i'l- w i;i'^<- ilr.iii I'l-i-'ing has 10 be re-
I ■ I ,: .1 IV not equipped
i„ >„„p.i oi i.i..oi.p,^ U.viu. uuL ui.^ia;Ld Irom the side of
Sec. 2. That after January 1, 18U5, it shall be unlawful
for any corporation, company or person operating a rail-
road, or any transportation company using or leasing cars
of any description and used in the commerce of the coun-
try, or in the construclion of railroads, lo have upon any
railroad in Iowa for use in the transportation of freight or
passengers any car that is not equipped with such safety
automatic coupler as provided for in section 1 of this act.
Sec. 3. That it shall be unlawful for any corporation,
company or person operating any line of railroad in this
state, to use any locomotive engine upon any railroad or in
any railroad yard in this stale after the first day of Jan-
uary, isyi, that is not equipped with a proper and efficient
power brake, commonly called a "driver brake."
Sec. 4. That it shall be unlawful for any corporation,
company or person operating a line of railroad in this state
to run any train of cars after the first day of January,
MiVi, that shall not have in that train a sufficient number of
cars with some kind of efficient automatic or power brakes
30 that the engineer upon the locomotive can control the
train without requiring brakemen to go between the ends
or on the top of the oars to use, as now, the common hand
S>' ' t ■' '..If. ltd corpoi-ation, company or person
o[..i.. I . '. this state, and every person or per-
sons - I,- I- ars in the transportation business or
inrludt* 111 ilieir aiHiual report to the state railroad com-
missioners the number of locomotive engines and cars used
in this state, and what number of cars equipped with auto-
matic safety couplers, and the kind of brakes and couplers
used, iiii.l tiie iiunibi-r of each kind, when more than one
s< . . >! ■ Miion, company or person operatinij a
n.ili, , ; I ! , - -; , , ,11. 1 using a locomotive engineer run-
ning .1 ' I I I M- I using any freight, way or other car,
cuiui.r , 11 1,. I'l.. 1^1. .u9 of this act, shallbe deemed guilty
of a iiiis.leuifauor. ■.liiiI shall be subject to a fine of not less
than i-'Mi or not more than *1,0UU, for the benefit of the
school fund, for each and every oflfence. Provided the pen-
alties on this section shall not apply to companies in haul-
ing cars belonging to railroads other than those of this
state which are engaged in interstate traffic: and any rail-
road employe who may be injured by the
car,
law, shall no
damages by continuing
company or person ru
contrary to this law.
Approved April.!, is
(iered
of such
the provisiobs of this
ving his right to recover
loy of such cori>orations.
In an address delivered by Mr. H. S. Haines, presi-
j dent of the General Time Convention, at the annual
meeting of that association in New York last month,
the speaker offered some valuable suggestions as to
the future work of the association, as follows:
For what purpose shall the General Time Conven-
I tion exist? Fortunately it has now been directed to
with .
out a course for ourselves, ami i. ..! ii.li pursue it.
To my mind, this association of ours is c.|ual lo the
consideration of more than one subject at a time,
equal indeed to as many as may present themselves
in its legitimate field of operations. I say its legiti-
mate field, and I use that expression advisedly, for
I am of the opinion that it should be restricted to
the consideration of subjects in which the members
have a common intcresl. This is true of standard
time, of uuiform signals and train rules, of car serv-
ice and of safety appliances. But those subjects are
outside of its field which involve other considera-
tions than those relating solely to railroad practice.
For instance, questions of policy with reference to
traffic may arouse iii.li\ i.lni.l . ..ni. ni i....^ and com-
petitions between in. m. . i ,r 1,. II or be-
tween the commuhi'.!. - . ! ! Inch will
dominate their dis.u--;.. II .mi, ili.ui. ih.ydonot
appear to do so. The issues involved iii tiic ques-
tions hitherto before us have been mainly due to a
difference of opinion capable of adjustment either
by argument or by proof. I maintain, thi.'refore, that
the General Time Convention should avoid any sub-
ject relating to traffic- or revenue, and should con-
fine itself to matters of operation and economy. The
field is large enough to occupv ail the time that wo
can devote to the business of our association, and in-
cludes matters well worthy of our attention.
Assuming then that our proper field is thai of op-
eration and management, as distinguished iroiii
traffic and revenue, we have next lo consider hoiv
these matters should be treated. I should say either
as they affect our stockholders, or our employes, or
the public, for we must bear in mind that, as rail-
road managers, we occupy this threefold relation.
It is in this triple relation that we have considered
the questions that have hitherto been presented lo
us, and wc have now to approach the subject of
safety appliances. Treated in this way, there will
be no lack of matter for our deliberations. Tue
march of progress has not yet brought our railroad
systems to that condition which leaves nothing fur-
ther to be desired, and there are improvements in
methods and appliances now passing from the ex-
perimental stage, in where they are properly the
subjects for consideration in technical assuciations,
to the stage in where the responsible managements
of our railroad systems must decide whether they
will recognize them as sufficiently valuable for gen-
eral adoption. So it has been with the substituiion
of steel lor iron rails, and iron for wooden bridges,
with the establishment of sleeping car lines, with ilie
adoption of continuous air braKes and autoiuaiic
couplers on passenger trains; so it will be with simi-
lar improvements in methods and appliances.
As railroad managers we also handle men as well
as material and appliances, and here is a field for
our efforts as yet scarcely touched, at least in the
way in which I would like to sue it treated.
A railroad system, properly organized, has its
staff, field and line officers, its supply deparlmenls,
its inspectors, its divisions and c1i~i!i.is..f .iperation;
in a word, it is an army, wli..- .n - ...iioslay,
not to devastate, but to tin i . .pie and
products of a country. Thi- n. and to
this end all of its efforts ai .1 .ii 1.. accom-
plish this end succ-s-l i.llx ,11. 1; ,1 .sseiiiial
vlh of
our business, with 1 1 n ... .'|.. rations
and the increased im.i .; ..' ininis. there
must be an ill. 1.11-. .1 -"' .usi-ipiine and an
enforcemciii ..' 11, ni m . n |..jnalties as irk-
some to th. .i..|i ..1 . .. ■ 1, I liny army the in-
cessant drill 1111. 1 Ml. I LN.aliuns are to the
soldier. .\ ii.sisUiii.. 1.1 rL.^Li.iiul and reproof, a
mutinous Icnduiicy, a disposition lo oppose the 111-
teresls of the company in matters indifferent to the
emplo.e have been, Ifear, encouraged by labor or-
ganizations, whose ostensible objects are the pecuni-
ary, moral and social welfare of their members. If
this spirit is to prevail, the maintenance of that dis-
cipline will be imperilled, which is as essential to
their own safety as for thr protection of the lives of
our pa.sseii^.. . -"i.iiil II.' |.. iip.-rty of our stockholders.
The rapi.i ' " -' "i . road mileage and tonnage
has led to I I- 11 .1 a mob of recruits in our
industrial aim. a- -' .. lo discipline and to obe-
dience to cuiiii 01 .i.s ilu .. .lie averse to them. In this
emergency railroad maiiagcrs have been compelled
to take this material as it comes to their hands, and
to make the best possible use of it; but with a de-
creased ratio of railroad construction this necessitv
will also decrease; and we will then have lime at
our disposal to drill the dis.irderly and disaffected
members into a proper stale of discipline and 10 dis-
miss the incapables from the ranks. For this work
10 be successful wo must arouse among them a feel-
ing of pride in the organization to which they be-
long, of respect for their officers and of interest in
THE RAILWAY MASTER MECHANIC.
the work which they have in hand, which is known
as esprit de corps; a spirit which has carried armies
througrh privations, sufferings and defeat to victory,
and without which no body of men can be controlled
under adverse circumstances. How to do this with the
opposition of labor unions better organized than we
are is indeed a subject well worth our consideration,
and one which we have to face sooner or later,
whether we like it or not. It would be out of place
for me to do more than to indicate the direction
which the discussion of this subject wauld take. I
will suggest, however, that when the rapid absorp-
tion of outsiders into the railroad ranks shall cease
and all questions of wages shall have been approxi-
mately adjusted, whether by arbitration or by the
eflfectof supply and demand, the time in my opin-
ion will have arrived to determine the relation be-
tween a railroad corporation and its employes which
will insure the best results of their labor to them-
selves, to the company and to the public. Here will
come in questions as "to permanency of employment,
insurance aj?ainst injuries, sickness and old age, pri-
ority of promotion, recognition of meriterious
services and protection against abuse on the one
hand, and on the other questions of training for
special duties, obedience to orders, respect to supe-
riors, etc., which have occupied the attention of mili-
tary men for thousands of years, and which have led
to the application of certain recognized principles to
an army of fighting men that are in many respects as
applicable to an army of railroad men.
THE WESTERN RAILWAY CLUB
Discassion on Co outer balancing Locomotives.
At the April meeting of the Western Railroad
Club the leading subject of discussion was the coun-
terbalancing of locomotives, the proposed joint de-
fect card being tabled after brief discussion and the
interchange rules receiving but slight attention.
Mr. W. H. Lewis, of the C, B. & N. Ry., opened the
subject of counterbalancing as follows:
MK. W. H. LEWIS" PAPER OX COCNTER-BALASCIXG.
It is the object of this paper to consider, without enter-
ing into the mysteries of abstract science, the proper
amount and distribution of counter- weight in the driving
wheels of the locomotive, and the propoaitions offered will
be based on the fundamenUl principles of the law of grav-
ity, and its development into momentum and centrifugal
force, in the reciprocating and revolving parts.
In order to analyze the conditions of the problem as
clearly as possible, we will at first deal with the revolving
weight independent of the reciprocating weight.
Starting with the problem of balancing the revolving ]
weight, we will present the proposition that the counter- i
weight be so located, and be of such weight that the re-
volving weight be balanced in a state of rest, with the
crank in any position.
Acknowledging this self-evident proposition, it follows |
thai the counter-weight must be located with its center of
gravity exactly opposite that of the revolving weight or |
crank: also, that, according to the principles of leverage, t
the weight of the counter- weight and the weight of the
revolving parts must be inversely proportionate to their ■
respective distances from the center of axle.
In other words (as per Fig. ^) the counter- weight, d.
multiplied by b, the distance from its center of gravity to
center of axle, must be equal to the revolving weight, (,
multiplied by a, the disUnce from its center of gravity to
center of axle. Hence, as per Fig. .">,
Example : The distance from the center of gravity of a
revolving weight of 200 lbs. to the center of the axle is 12
inches, and the distance of the center of gi*avity of the
counter- weight of 100 lbs. is 24 inches, because
200 X 13 200 X 12
24 ~ " 100
If the foregoing conditions of sialic or stationary balance
have been obtained, the development of centrifugal force,
as a result of rotary motion, will also produce a dynamic or
moving equilibrium, as will be seen by the following ex-
amples according to the formula of centrifugal force, which
veigUt i
ifugal force of the revolv
ht at 100 and 200 revoluti
equal to each other.
veight we must have
To balance the
same conditions of static balance
its counterbalance, which will appear in Pigs. 1 to 4. where,
in order to consider the force ot gravity, an upright posi-
tion of cylinder is assumed. It will be seen that a perfect
static balance is obtained by means of the counter-weight
shown, with the crank in any imaginable position.
In this case, we find by reference to Figs. 1 to 4. repre-
senting a driver turning from right to left, that, at the
forward and back centers, we hav '"' " * "--'
ance. because at those points the \
is all absorbed in overcoming the
procatiog weight and in changing
tion. The arrows indicate the dir
the reciprocating weight and
and 4 we have the recipi
counter weight moving i
L perfect dynamic
form centrifugal force
nd200i
inches from center of axle, balanced by a counterweight
of 10<J lbs. with its center of gravity at 24 inches from cen-
ter of axle, the revolving speeds being 5
lutions per minute.
According to the formula above given
owing for a speed of .50 revolutions :
r*>in trincr gQ^^^. 0^3-2
lorcc in ( loox 10-47:
direction of its mo
n of the tendency of
r-weight. In Figs 2
:aiing weight and its equivaleui
opposite directions, and the prod-
uct ot the square ot their horizontal velocities.multiplied
by their respective weights are equal; hence.the horizonuil
balance is perfect, but the centrilugal weight of theircoui -
ter-balance is not counteracted by the reciprocating weight
By the above it will appear that the reciprocating weight
is perfectly balanced at all points by the revolving counter-
weight, but the counterweight is balanced by the recipro-
cating weight at the dead points or centers only. Hence,
the effect of the revolving weight as applied to balance the
horizontal action of the reciprocating weight is only to con-
vert it to a vertical force acting on the rail, producing what
is termed a hammer blow.
Therefore, a solution of the problem will involve the
choice of the lesser evil; that undoubtedly is the hammer
blow, considering the smoothness of running and the dura-
bility of the engine and the comfort of enginemen.
As to the distribution of this counter-weight for the recip-
rocating weight, it is evident that the time honored custom
of dividing this counter-weight equally between coonected
drivers is not effective unless the effect of this counter
weight can be uniformly transmitted to the main driver,
which is a condition impossible to fulfill by means of the
ordinary parallel rod, with the longitudinal play or lost
motion, which it must necessarily possess or acquire in the
From the preceding it appears that the proper method of
balancing the drivers would require that the counter-weight
of the main drivers be equivalent to the revolving weight
added to the whole of the reciprocating weight. ( Revolv
ing weight, including pins, hub and forward end of parallel
rod and one-third of the main rod. Reciprocating weight,
including the other two-thirds of the main rod ; cross head,
and piston and its attachments.)
This coudition of course leaves only the revolving weight
of the connected drivers to be balanced by its equivalent
counter- weight as per conditions above shown.
While the above statement is theoretically correct, my
observation of the effect produced on tires on our engines
leads me to believe that under certain conditions of speed
the weights intended to counterbalance the reciprocating
parts produced opposite results to those intended, and vrork
considerable damage to the machinery of the engine as
well as of the track. I have found that the tires invariabiy
develop a flat spot at the point of contact with the rail
when the left hand pin has just passed to the forward cen-
ter. You will perhaps ask why the same effect is not pro-
duced by the corresponding point on the back end of the
stroke. I will explain this by saying that the point of con-
tact of the periphery of the wheel with the rail is near the
point of the center of gravity of the counter- weights and
has a tendency to overcome or retard the centrifugal force.
While in the former case, with the center of gravity on
the upper quarter, it is free to reserve a leverage acting in
the same direction as the power applied from the cylinder,
causing a slight slipping of the wheel.
It may be interesting to know to what extent the recipro-
cating weights may be ignored. I will say that in testing
the balance of a modern engine that was built expressly for
a heavy passenger service, I find that the back wheels re-
quired an addition of 1S9 pounds with the center of
gravity 20 inches from the center of axle to balance
the r evol vin g weight and the forward wheels had
only SGS pounds of counter-balance with which to bal-
ance 90S pounds, as follows: Main rod ai.S pounds, half
side-rod HiO pounds, cross-head 157 pounds, piston 27H
pounds.total 90s pounds; or, in other words, the reciprocat-
ing weights were entirely ignored in the forward wheels
and the back wheels are 189 pounds short of the proper re-
volving balance. These engines were in service nearjyfour
years before the balance was corrected, without known in
jury to the track.
I am free to admit that when all the various conditions
of speed, power applied, effect of the piessure in the
cylinder, etc., are considered, it is to me a very
perplexing problem as to just what portion of the re
ciprocating weights should be applied to the counter bal-
ance. Let us consider for a moment the power exerted by
a cylinder 18 inches in diameter with an area of 2.54-4H in
ches, with a steam pressure of 45.H24 pounds acting in the
same direction of the reciprocating weight. It seems lo nic
that fiOO pounds of counter-balancing supplies an imper-
ceptible resistance to its effect. In condensing my opinion
on this subject I will say that it is impossible to distribute
such portion of reciprocating weight as will insure a uui
form motion under the varying conditions of speed, power
applied, and with engines running, as they are required to
at limes, without pressure of steam ordinarily cjUed '"shut-
off;" that if the revolving balance is perfect no injury is
possible to the machinery or rails, and, while at high rates
of speed the engine may develop a disagreeable, oscillatory
motion, and what is know as a fore and aft motion when
shut off, the vertical or hammer blow motion will be re-
After reading his paper Mr. Lewis stepped to the
blackboard and drawing the sketch shown herewith
said:
I wish to call attention particularly to the effect of exces-
sive counter-balance on the wear of tires. All of our loco-
motives are counter-balanced with the full weight of the
reciprocating parts and we have found that our left hand
main tires universally develop a flat spot at the point of
We have at this point of the stroke the full pressure of
steam exerted on the left hand pin in the direction as shown
by the arrow and at the same time the centers of gravity of
the counter weights have so nearly reached the vertical
point as to overcome the effect of gravitation, the i
which is exerting an impelling motion in the same direction
as the power applied at the pin.
Mr. Lewis here presented tho following figures
showing change made by him in one engine and the
of the balance in another.
HEEL CEXTEK.)
weights Of Revolving Part... ^^ Wheel. |Wheel.
Middle c "^
Back half main i
ght of R'fciprocating Parts.
10 (EIGHT WHEELER 63 IN. CENTER.)
Weights of Hevolving Parts.
Mr. D. L. Barnes here offered the following (
nation of the flat spot being on the left hand side,
sketching his diagram upon the blackboard.
Possibly I can explain the can
leaier on the left hand side,
hat the right hand crank i
. may arise from the fact
5ually leads on American en-
sketch shows the positions of the right hand
lin at O and the left hand crank pin at G with the
balance directly opposite the cranks, the left hand
■ g at P and the right hand at M, the
direction of motion being as shown by the arrow, the
engine moving ahead. A. represents the connecting rod
In the position shown it will be noticed that the counter-
balances on all four wheels are above the center of the
wheel, and the centrifugal force of that portion of the
counterbalance which is used to balance the inertia of
reciprocating parts is in this position tending to lift the
wheels from the rails. This,
reduce the weight on the rai
slipping, which would cause fiat spots a
The position of the flat spot described I
the left hand wheel where it is in con
nduce
point of slip.
THE RAILVV^AY MASTER MECHANIC.
This side up when considering static balance.
COCXTERBALANCING THE RECIPROCATING PARTS OP LOCOMOTIVES— (bee Mr. Lewis' Paper (
I CouoterDalancing. I
vhen the left hand crank C
lot quite as much as show
he balance M is higher abov
just passed the dead center.
the sketch. At this lime
he center line than the bal-
herefore the balance M is acting with greater
lift the right hand wheel
■ Imlunced us follows:
force verticaUy and tends
than the balance P tends to lif : the left hand wheel. There
' is, therefore, greater weight on the left hand wheel at this
time, and if the wheel be caused to slip, the wheel with the
greatest weight thereon will be worn the most; and as the
left hand wheel has the most weight, it might be expected
that the tiat spot would be greater on it than on the right
hand wheel. There is still another reason why slip would
be liable to take place at this time, and that is. the cranks
are in a position corresponding to one of the maximum
turning moments. As a locomotive's drivers revolve, the
turning effect by the connecting rods is variable, and dur-
ing one revolution there are four points of maximum and
four of minimum effect. The points of the maximum vary
with the point of cut-off. The obliquity of the connecting
rod for the left hand wheel is such at this time as to in-
crease the pressure on the rail on that side, as at this time
the left hand cylinder is working steam full boiler pressure,
whereas on the opposite or right hand side the piston is
working in expanding steam, and possibly against some
back pressure. This point is well brought out by Mr.
Lewis. If the right hand crank did not lead, but the left
instead, then the greatest turning moment would take
place when there was the greatest weight on the right
hand wheel. These argument are somewhat speculative,
but indicate a possible explanation of the oicurrence of the
greater flat spot on the left hand wheel as noticed by Mr.
Lewis. In my own experience I have noticed four flat
spots on each driver, some of which were larger than
others; but I had not noticed that the maximum spots oc-
curred on the left hand main driver, but I can see reasons
why such might be the case.
From the very brief discussiun following we quote
as follows from the remarks of Mr. Barr of the Chi-
cago, Milwaukee & St. Paul:
Mr. Barr— We have two claiises of ten wheel
freight engiues, one with wheels 54 inches in
diameter over tire and the other 60 inches. The
engines with 60-inch wheels give very satisfactory
service, and are run fast; the engines with the -34-
inch wheels have been objected to seriously by the
engineers, and I think with good cause. The figures
I have here show the changes in the counterbalanc-
ing of one of these engines with •54-inch wheels. I
submit them as illustrating an experiment that has
given very satisfactory results.
Old M. rod.s weighe
New-
Old S •'
Forward D. wheels i
weight of R.F. S. rod..
K. B. S. '•'.'.
leciprocatini
timatt<l weight weight
K. B. drivings
reciprocating parts , 2oO
eight of crank pin and hub 120
■ No. 4(i9 R. crosshead weighed.
piston weighed
l-^S. rod •'
Ther
Crosshea<l
Piston ,
% of main rod
crank hubs and pins weighed (
procating parts are as follows:
i balanced as f
!sof R. I'\S.rod
M of reciprocating parts
Estimated weight of R. F. pin and huh
R F. D. wheel's counter-balance.
Following Mr. Barr*
457
the
ecretary
read a series of propositions concerning counter-bal-
ancing, submitted by a member of the club. These
propositions were as follows:
PROPOSITIONS CONX'ERNIXG THE PROBLEM OF COUN-
TER-B A LAXCIXG.
The subject of counter-balancing seems to be a very im-
portant one, and well worthy of the attention of the mem-
bers of the Western Railway Club, and therefore to assist
in bringing to their attention some of the new points with
reference to the subject, the following statements which
have appeared from time to time in the technical papers
and some which have not, are offered for debate :
1. The best way to reduce the amount of counterbalance
in locomotive driving wheels and its effect on the rail is to
reduce the weight of the reciprocating parts.
3. The weight of the reciprocating parts of our locomo-
tives are altogether too heavy as they now are made, and
therefore all main rods should be made of I section, all
crossheads should be as light as possible to make them
without decreasing the wearing surface. All pistons should
be made of cast steel or wrought iron very thin and dished
in form, and piston rods should not be made larger in d
or longer than is actually necessary
balance on the rail, it having been s
in diameter of wheel produces a considerable decrease in
the effect of the counter-balance on the rail.
4. It is not as advisable to decrease the stroke as to in-
crease the diameter of the wheel, because for the same
loss of hauling capacity the increase in wheel diameter
produces the greatest amount of reduction in the effect of
the counter- balance on the rail,
one high spei
:-balanced by
will be much greater in the case of the high speed locomo-
tive for the reason that the effect of the balance on the ra*l
varies as the square of the velocity of the locomotive.
Therefore, it might be said :
ti. That if the high speed locomotive can be run satisfact-
orily when balanced according to a given formula that a
' ^.--- ----- jjg balanced by a formula which
speed 1
Ud give
railroads, that a kK..ii,,,i , , , ;. run satisfactorily at
high speed without balaiR-ing tin.' rec-iprocating parts at
all, and because such balance is .damaging to the track it
should be entirely removed. One railroad company has
8. There are now on record about ten cases in which the
track has been badly damaged by high speed locomotives
improperly counter-balanced. These cases are on western
roads, and this will serve to show the necessity for a con-
sideration of this subject by the Wesbern Railway Club,
' in keeping with '
only live topic
. _ of the club,
which i
These remarks are offered with the hope that if the club
approves of any or all of the statements they will offer
resolutions to the effect that those of which they do ap
prove express the sense of this meeting.
Further than
the front should have
material therein consistent
the least possible amount o!
with strength.
3. The diameter of the driv
large as possible without red
the locomotive in order to reduce the effect of the counter
PERSONAL
Master Mechanic E. M. Roberts, of the Ashland Coal &
Iron Railroad, has resigned that position' to take a similar
one with the East Tennessee, Virginia & (ieorgia system.
He has been appointed master mechanic of the Geor(da
division, with headquarters at Atlanta.
Mr. Thomas Howard, general foreman of the Delaware
& Hudson shops at Oneonta, has been made general in-
spector of the Baldwin Locomotive Works, Philadelphia.
M. E. Schmidt, C. E., has changed his office from No.
I i;tH the Rookery, to No. H'iT the liookery, Chicago. Mr.
Schmidt's practice as a consulting engineer includes sur
veys and estimates, examination of railways, the prepara-
tion of specifications and contracts, superintendence of
construction, etc. A specialty is made of the investigation
of Central and Sou*, b American projects.
Mr. P. W. Brown has been appointed purchasing agent
of the Duluth, South Shore & Atlantic, with office at Mar-
quette, Mich. He succeeds Mr. Russell Wallace, who re-
signed to enter the service of the Chicago & West Michi-
THE RAIL\VAY MASTER MECHANIC.
gan and the Detroit, Lansing & Northern road!
capacity.
Mr. J. Chamberlain has been appointed master car builder
of the Boston & Maine system with headquarters at Law-
rence, Mass. He succeeds Mr. D. S. Richardson.
Mr. C. F. Thomas has resigned the position of master
mechanic of the Georgia division of the East Tennessee,
Virginia & Georgia, and succeeds Mr. D. M. Gugel as mas.
ter mechanic of the Central of Georgia at Macon.
Mr. \V. H. Folsom has been appointed to succeed Mr. F.
Butze as purchasing agent of the Louisville, New Albany
& Chicago.
To Mr. J. B. Heniiey.
SuperlnlendetU of motive power of the Xew York
and A'ew Englaml Railroad.
from the employes of the department, March 4, 1S90.
is what was inscribed on the salver of a beautiful sterl-
ing silver service of the respousse design arranged nicely
in a blue silk, plush lined, brass mounted, quartered oak-
chest, presenting a fine appearance to the astonished gaze
of the recipient when it was sprung upon him, after the
dinner given to him by twenty-five of his late employes
and associates at Young's hotel. Boston April -i, 1890. The
dinner was arranged ostensibly to give each friend a chance
to express his kindly feeling toward one who had always
shown himself to be an honorable, upright and conscientious
man, an obedient servant and a good master. As has
been said of him by a former employe : " He's a hard task
master, but we like bim for he gives us plenty to do." A
homely expression, but there's not a pushing and ener-
getic mechanic who will not appreciate the full meaning
of the remark. It means tbat when he wanted a thing
made it must be quickly and ivell done. It means that he
was mechanic enough to cope with anything pertaining
the building of locomotives and cars. Finally it meai
tbat he recognized the ability of every man who worked
for him, and when there was a vacancy among the leaders
he filled it from the ranks In thanking his friends for the
kind and generous offer, he wished them to understand that
his success in the management of the department could not
have been had it not been for the able support of bis con-
stituents, who always showed they were endeavoring to
work with a will. He didn't believe a train had
ever been late on his road through the care-
lessness or incompetency of an engineer, nor did
he believe one bad ever been late on account of bad
workmansbip. He said he couldn't alone have turned out
a new engine a month, and kept up the repairs, nor deliver
two tiO- foot coaches in 'is days from the date of the order,
built completely from the rough material. Of course, this
amount of work was not unprecedented for the country at
large, but would be appreciated only by those knowing the
capacity of the shops. The presentation was a' pleasant
affair aU around.
The many friends of Mr. Allen Bourn, purchasing agent
of the Michigan Central, Detroit, Lansing & Northern, and
allied lines, will regret to hear of his retirement, from not
only railroad service but from the activities of life. Mr.
Bo'im has long suffered, and is, or was until very recently,
in Europe seeking a relief from the ills that pressed upon
him. He is a very sick man, his trouble being mainly con-
nected with his brain,
Mr. W. A, Caswell has been appointed general superin-
tendent of the Burton car works at Wichita, Kan., and of
the repair department shops at Chicago, his headquarters
being at Wichita. Mr. Caswell has an established reputa-
tion as a car builder and mechanic, gained several years
ago in large eastern railroad shops, and will pro
quisition to the mercantile world. While Mr. Caswell
ters private busii
50r, Mr. J. T. Chamberlain
world, becoming
letter written by Master Mechani.' M. L. Collier, of
that road, that on this run the engine used only one-
third of a quart of oil. Mr. Collier thought the tests
were particularly satisfactory, in view of the fact
that the engine had new valves just faced on both
sides. A crank pin grease is also made by the same
firm, a grease, which it is claimed, will do just as
good work in its particular field as the coach grease
above mentioned; ft is made of solidified sperm, un-
der a special process.
1 thei
The Toledo & An
, for :
SUPPLY TRADE NOTES.
—The government railways of Chili have just placed an or
der for quite a number of our American coaches which will
have the modem improvements, among which are the Scar-
ritt car chairs, very handsome in pattern and finish. The
Wason Manufacturing Company, Springfield, Mass., are
building the coaches. We may add in this connection that
the Kansas City, Fort Scott & Memphis has ordered addi
tional equipment for its passenger department and has
specified the new Scarritt reclining chairs for the sealing.
—The New York office of the Consolidated Car Heating
Company has been removed from 15 Courtlandt street to
115 Broadway.
Mr. Jas. G. Wilson, who for some years has been located
at 907 Broadway. New York city, has moved into large and
convenient quarters at 74 West '23d street. Mr. Wilson has
built up a business, which covers the entire country, in in-
side and outside window blinds, rolling partitions, etc.
■oiling steel shutters are used on many of the largest
buildings. They are specitled on the great warehouse now
being built by the New York Central & Hudson River R.
at 59th street and 11th avenue. New York city. They are
also used on shed "D" belonging to that road, which has
been rebuilt since its destruction by fire about a year ago.
The grain elevator of the same road which has replaced
the one burned at the same time has its gateways closed by
the Wilson roUiog steel shutters, which are specially ad
apted to such service. Mr. Wilson also manufactures roll-
ing wood shutters or inside rolling blinds for cars. These
are made of any kind of wood that may be desired. The
dining cars of the Pennsylvania road have inside rolling
shutters of this design.
— W. F. Ellis, engineer and roadmaster of the New York,
Providence & Boston Railway, well known throughout
railroad circles, has resigned his position to accept one
with the Dunham Manufacturing Company, in the interest
of the Servis tie plate and Davies spike. Mr. Ellis was,
we are informed, the first one to suggest the combination
of both of these devices as the best advance in permanent
-Mr. O. K. Gardner, manufacturer of the Gardner sash
balance, whose shops were recently burned,expeLts to have
works running about May 15th. They are located
and P., Ft. W. & C. R. R., Allegheny,
at Manhattan s
world. While Mr. Caswell en^ "
ex-railroad man, his predeces^
ain, goes back to the railroad! J
r builder of the Boston & Maine, h
— , ,. <l
The Kxcclsior coach grease, manufactured by the
Kennesaw Refining Company,of Cartersvill
making an excellent record in prtictical service.'
This grease is not atfected by the extremes of heat
and cold. It is packed into the journal in the same
manner as ordinary grease. It is charged heavily
with the best lubricating plumbago, which quickly
forms a coaling on the journal. It has a record on
the 'Western & Atlantic Railroad ot la,8,S9 miles to
one packing of grease, on an express train running
between Atlanta and Rome. This record was made
under a heavy car. hea*ilv loaded daily with ex-
press and baggage. Master Car Builder Kinvon
has gained from this and similar work a high opin-
ion of this grease. The cylinder oil made by the
.same company is also giving excellent service. Some
months ago a 17x2+ ten-wheeler on the Western &
Atlantic, that had just been overhauled, made a 100-
mile run with 14 loaded cars. We learn through a
—The Tripp Manufacturing Co., of Boston, are at pres
ent engaged in building a double truck car for the West
End Street Railway Co., of Boston. The car will have
eight wheels, will be '38 ft. long from door to door, 7 ft. 3 in.
wide, and 7 ft. 9 in. in height from the floor, and will have
a seating capacity for 40 passengers. Each truck has four
30 in. steel wheels, and two 15 h. p. Thomson-Ho
tors. The car will be provided with vacuum and hand
brakes, and the brakes wilt be operated by a to
arrangement giving immense power. The Tripp patent
roller bearings will be used throughout, and the car will be
trucks of an entirely new design (on which pat-
pending) the equalizing bar being connected direct
urnal boxes underneath, instead of passing around
i hitherto. There are less parts and fewer bolts
about the new Tripp truck than on any other form of truck,
and they leave plenty of room for the application of the
ors and electrical apparatus.
Those who are interested in aluminum and its alloys
should surely obtain a copy of the catalogue published by
Pittsburgh Reduction Company, 95 Fifth avenue.Pitts-'
burgh. Pa. All but two of the 23 pages of this catalogLe
are devoted to valuable data concerning aluminum. A re-
arkable amount of information concerning this interest-
Ga., is^ ing metal is presented in a thoroughly readable manner
and in compact form.
— Wood-workers demand machinery for rapid and per-
fect production ; they are then enabled to_ get their work
out faster, and in larger quantities. The late improved
time and labor-saving machines of the Egan company, of
Cincinnati, Ohio, will be fully described in a new catalogue
soon to be issued, which will be a handsome affair, con-
taining cuts and descriptions of the immense line of late
improved wood-working machinery of that company.
—The charming waltz distributed among its friends by
the Magnolia Anti-Friction Metal Co. recently is now fol-
lowed by a handsomely bound novelette.entitled " Luxilla."
copies of this may be obtained readily by addressing the
firm at Now York, enclosing 3 cents for postage.
—The Toledo & Ohio Central are about to order 700 box
cars and the order will probably be followed by others to
Pa.
—A company is now being organized at Pittsburgh to
manufacture and sell the Smith patent oil box for railway
cars. This invention belongs to the class of mechanical
oilers and has shown remarkable results in service. The
inventor is Mr. W. O. Smith, master car builder of the
Lake Shore & Michigan Southern railroad at Norwalk, O.
The oiler can can be adapted to the M. C. B. standard
journal box at a moderate cost.
— We are in receipt of a circular which should be of in
terest to those engaged in the production or use of iron and
steel. It describes the silica process, owned and conirolled
by the MuUin's Silicated Iron & Steel Co., of Chicago. The
process is is not only described, but its eSfect in cast iron
are dwelt upon at some length. The company has used the
process upon nearly all the irons produced in the United
States, and upon all lines of foundry work. A careful re-
port by Prof. J. B. Johnson, professor of civil engineering,
and director of the testing laboratory of the Washington
University, at St. Louis, upon cast iron made by the sili-
cated process, is included in the circular. It covers the
effect of the silica process upon the internal structure, the
working qualities, the tensile strength, and the resilience
of cast iron. Prof. Johnson's conclusion is that the pro-
cess greatly improves all the desirable qualities of cast
iron, and as far as he is aware, aggravates no undesirable
—Assurances reach us that it is an absolute fact that the
Strong Locomotive Company will erect notably fine locomo-
tive works at a point a short distance out from Cincinnati,
Ohio. An extensive acreage has been obtained, and works
of a thoroughly modern pattern, both in design and equip-
ment, will be erected thereon.
—We have received a catalogue of the Westcott patent
chucks, manufactured by the Westcott Chuck Co., Oneida,
N. Y. The leading feature of the product of this company
is described and illustrated in this catalogue, in connection
with its large line of chucks. We refer to the scroll com-
bination lathe chuck, which gives all the movements and
conveniences obtainable in both the independent and uni-
versal chucks, at a cost much lower than that for both.
The catalogue is fully illustrated with finely engraved cuts
of the company's various chucks, arbors, etc.
— Among recent contracts of the Sweet & Clark Co., of
Marion, C, are 400 tons of malleable iron castings for the
Missouri Car & Foundry Company, and 200 tons of the
same for the Lafayette Car Works. Five hundred malle-
able iron draw bars for the I. & G. N., are also under con-
ract with the firm. The Sweet & Clark Company use nat-
ral gas exclusivel.N- in the manufacture of their goods,
nd find that fuel admirably adapted to their wants.
—The visit of a party of railway oBlcers to the Home-
stead Steel Works, mentioned in the April Railway
M-4STEK Mec H.txic, was so successful in all respects that
Messrs. Coolbaugh, McMunn & Pomeroy recently issued
invitations for a second excursion to the same works. The
invitations were very generally accepted, and two special
cars were well filled by the party. The following list of
the railway officials who made the trip shows that, in or
ganizing these excursions, Mr. Coolbaugh and his asso
elates have hit upon a plan which, besides being novel, is
remarkably successful in securing the attention and co-
operation of leading and representative men. That these
^en were greatly interested by what they saw it is hardly
Necessary to say. The list is aj follows : G. D. W. Smith,
purchasing agent of the Central R. R. of New Jersey; E.
1p. Sheffer, purchasing agent of the N. Y., L. E. & W.
R. R. ; R. H. Wilbur, second vice president of the Lehigh
K'alley R. R. ; John Lentz, master car builder, Lehigh Val-
ley R. R. ; L. B. Paxson, superintendont of motive power,
|P. & R. R. R. ; L. M. Butler, superintendent of motive
power, N.Y., P. & B. R. R.; A. W. Sumner, assistant
purchasing agent, Penn. R. R.,; J. H. Agnew, superin-
tendent of motive power, S. C. Central R. R. ; W. Gibbs,
purchasing agent, P. & B. R. R. ; G. W. Gage, superin-
tendent of motive power, P. P. & B. R. R. ; W. C. De
Armond, purchasing agent, Norfolk & Western R. R. ;
Albert Griggs, superintendent of motive power, N. Y. &
R,R. ; A. S. Vogt, mechanical engineer, Penn. R.R. ;
. (i. Ely; J. N. Lauder, superintendent of motive
power. Old Colony R. R. ; J. W. Marden, superintendent
department, Filchburg R. R. ; J. C. Glass, master me-
chanic, Allegheny Valley R. H. ; H. D. Mason, purchasing
agent, Allegheny Valley R. R. ; Abram Gould, purchas-
ing agent, Missouri Pacific B. R. ; Wm. Garstang, superin-
tendent motive power, Chesapeake & Ohio R. R. ; W. E.
Maher. superintendent motive power, C, C. it C. R. R.
THE RAILWAY MASTER MECHANIC.
-The Kalamazoo Railroad Velocipede and Car Co., of
Kalamazoo, Michigan, send us a notably handsome cata-
logue, the cover of which, in its blue and black and gold
and tasteful design, is quite fet^'hiug. This catalogue, ad-
mirably printed and illustrated, affords to its readers an
excellent idea of the general line of light railroad cars, in-
cluding velocipedes of various forms, that this company
—The Michigan Railway Supply Co., of Detroit, will
furnish the New York Central R. R. Co. with their "Cen-
tral" steel brake beam for the B.UOO ears they are about to
build. This beam is to be used in connection with the
Buchanan truck and Westinghouse air-brakes, making a
notably tine equipment.
—Suit has been brought in the United States Court at
St. I'aul. Minnesota, by the Cyclone Steam Plow Co. vs.
\Vm. H. Ti-uesdale for an injunction to restrain him from
using the snow plow he purchased recently from the Leslie
Hros.' Manufacturing Co. as receiver of the Minneapolis
& St. Louis Railway Company. The Cyclone people claim
that the new wheel lately adopted by the Leslie Bros."
Manufacturing Compan.v is an infringement on patents
held by them.
—The Dunham Manufacturing Company has removed
its Chicago ofHce from room 311 to suite ru:<-ror Phenix
building.
—Those of our readers who use leather belling will And
some interesting statements in a little circular recently
issued by the Joseph Dixon Crucible Company, of Jersey
City, N. J. The circular relates to the merits of the Dixon
belt dressing and leather preservative, which has proved
remarkably useful in preventing the slipping of belts, pre-
serving the leather, and preventing both shrinking or
stretching of the leather. Copies of this circular will be
mailed upon application to the company.
THE OFFICIAL RAILWAY LIST
Changes for the Month of April, 1890.
AsHL.^ND Co.vL & Iron.— E. M. Roberts, master me-
chanic, resigned.
. Atchison, Topek.v & Santa Fe.— The jurisdiction of R.
B. Gemmell, superintendent of telegraph, has been ex-
tended to lines east of Missouri river; C. G. Sholes ap-
pointed assistant superintendent telegraph with headquar-
ters at Topeka. Kan. : Frank Bruce, appointed division
master mechanic of Chicago line, with headquarters at
Fort Madison, Iowa; Richard English, appointed master
mechanic of Rio Grande division, with headquarters at San
Marcial. N. M., vice E. Hockett, resigned; James Collin-
son, general foreman of Topeka shops, appointed to succeed
Mr. Bruce as master mechanic of New Mexico division,
with headquarters at Raton, N. M.
Atlanta & Florida.— G. P. Howard to be general
freight and paosenger agent.
BvRLisGTON & Missouri Rivkk.— H. G. Adams to be
chief dispatcher of Wyoming division ;Superintendent L. M.
Fouts of the Colorado division resigned.
Bkooklvn, Bath & West End.— O. M. Mears to be
auditor, with office at Brooklyn, N. Y.
. — General Superint«nd-
BosTox & Maine —J. T. Chamberlain appointed to suc-
ceed D. S. Richardson, as master car builder, with office at
Lawrence, Mass.
Canada Atlantic— F. E. Dewey, trainmaster, resigned
and office abolished; M. Donaldson appointed superintend-
ent of transportation, at Ottawa, Ont.
Cai'E Fear & Yadkin \
ent J. W. Fry to be general
Central PAtiriL.— The following officers have been
elected: President, Leland Stanford; first vice president,
C. P. Huntington; second, C. E. Crocker; third, A. N.
Towne; treasurer, Timothy Hopkins; secretary and con-
troller, E. H. Miller, Jr.
Charleston, Cincinnati & Chii Ae^o.-Geo. W. Bentley
appointed vice president and general manager.
CiiATAf<^rA Lake. — J. M. Africa, general manager, re-
signed; W. E. Griggs t» be general superintendeut in ad-
dition to duties as general passenger and freight agent;
Francis S. Jones to be assisUnt general freight agent.
CniCAOO & Atlantd .— G. M. Beach, general manager,
resigned.
Chesapeake & Ohio.— H. Frazier. appointed superin-
tendent Huntington and Cincinnati divisions, office at Hun-
tington, W. V.; ofHce of superintendent of transportation
abolished; J. M. Gill to be assistant superintendent Wash-
ington division, office at Hinton, W. Va.
Chicago, BcKLlNciTON & QciN. y — Geo. B. Harris
elected second vice president, vice Henry H. Stone re-
signed ; E. P. Ripley, general manager, resigned.
Ciii' ^'-'K Mii.iVAiKEE & St. Paul.- Superintendent J.
W. Staplcton transferred to Dubuque division; jurisdiction
of Superintendent D. L. Bush, of Hastings & Dakota divi-
sion extended to cover James river division ; D. C. Cheney
assistant superintendent La Crosse and Valley dlvi-
iaha.- Stanley
CiiKAi.o, KocK Island & Paciku.— David Dows, vice
president, deceased.
L. F. Kiu:ball to be first assistant general freignt agent
lines west of Missouri river, with headquarters at Denver.
G. A. Kimball, assistant general freight agent, to have
headquarters at Topeka, Kan.
ClllCAiio, St. Pail. Minneapolis &
Proudfit, assistant general freight agent,
ChuaooiSi West Michigan, Detroit, Lansinu & North-
ern, and Sauixaw Valley & St. Louis— Wm. A. Garett
to be general passenger agent.
Russell Wallace to be purchasing agent with office at
Grand Rapids, Mich., vice Allan Bourn, resigned.
Cincinnati, New Orleans & Texas Pacific— P. H.
Schreiber to be road foreman of engines, office at Chatta-
nooga, Tenn.
Cleveland, Cincinnati, Chicago & St. Loris.— E. E.
Kruthoffer to be chief freight accountant; Ira Reynolds to
be chief ticket accountant.
Collmbia &
Chris. Miller, re
office at Seattle,
i president.
Farlow
Dulltu, South Shore & Atlantic— P. W. Brown ap-
pointed purchasing agent, succeeding Russell Wallace, re-
signed.
C. P. Flatby to succeed G. W. Hibbard as general west-
ern passenger agent.
East Tennessee, Virginia & Georgia.— E. M. Roberts
to be master mechanic of the Georgia division, with office
at Atlanta.
Eva
& Terre Ha
-H. W.
FiTcHBURG.- G. D. Merrill resigned position of train-
master of western division; M. P. Snyder appointed to
succeed him, with headquarters at Mechanicville, N. Y.
Fort Wayne, CisciNX.tTi & Louisville.- John P. Ram-
sey appointed roadmaster vice J. C. Wagner, resigned.
Fort Worth & Rio Grande.^I. E. Scully appointed su-
perintendent of transportation, office at Fort Worth.
H. G. Thompson to be
Colorado & Santa Fe.-
passenge
jalveston, Tex.
Georgetown & Western.- C. A. Ball, general superin
tendent, resigned.
Gre.it Northern Railway Line— Montana Central.—
Edward Sawyer appointed treasurer, with office at St.
Paul, vice S. J. Beals, resigned.
Hannibal & St. JosEPH.-Trainmaster P. H. Houlihan
to be assistant superintendent with office at Brookheld.Mo.
Hannibal & St. Louis— Geo. B. Clason to be general
manager.
Hi ntinodon & Broad Top.— President B. Andrews
Knight, deceased; Spencer M. Janney elected president
pro tem.
Jeffersonville. Mai
ley, appointed trainma!
signed.
Illinois Central.— J. C. Hartigan to be superintendent
Chicago division, vice J. C. Russ assigned to other duties.
G. W. Hatter to succeed Wm. Wilkinson as superinten-
pent Springfield division.
Indiana, Illinois & Iowa.— R. M. Kogers.general freight
and passenger agent, resigned.
Iowa Central.— John L. Gath appointed superintendent
with office at Keithburg.
Kansas City, Fort Scott & Memphis- Karl Soorck ap-
pointed resident engineer in charge of construction work
on lines north and west of Springfield, Mo.
Kentucky Central —Lewis Hood appointed superin-
tendent with office at Cincinnati.
Kentu( KY Midland. — Superintendent J. A. Stewart re-
signed to accept position of cit.v engineer of Cincinnati.
Lake Erie, Essex & Detroit River.— D. H. Dotterer.su-
perintendent and master mechanic, resigned; W. Woollatt
appointed general superintendent in addition to traffic
manager; C. C. Young to be superintendent of transporta-
tion; S. Austin to be mechanical superintendent; offices at
WalkerviUe, Ont.
Lake Shore & Michigan Southern.- J. M. Watts a|>-
pointed superintendent of Toledo division with office at
Cleveland, vice Thomas Flescher, resigned.
Little Miami —W. Gibson appointed engineer of main-
LouisviLLE £c Nashville. —E. E. Snyder, appointed
roadmaster of second division. J. T. Craik now roadmas
ter of Nashville & Decatur and Nashville.Florence & Shef-
field divisions.
Louisville, New Albany & Chicago —General superin-
tendent W. R. Woodward, resigned ; duties of office to be
performed l-y J.O.Ewan. superintendent of transportation,
at Lafayette; H. H. Kendrick to be auditor, vice J. H.
Craig, resigned ; W. H. Folsom to be purchasing agent,
vice F. C. Butze. resigned ; John Loomis to be superintend-
ent northern division ; J. B. Safford, to be superintendent
southern division; office of division freight agent at Louis-
ville, Ky.. abolished; A. V. Lafayette, division freight
agent, resigned, and W. H. Newman, appointed genera 1
agent of freight department.
Louisville, New Ohleans & Texas— J. T. Harahan to
be general manager ; office at Memphis. Tenn.
—J. D. Yarring-
LouisviLi.* Southern. -This road now operated indc
pendently. W. D. Woodward to be general manager; of-
fice at Louisville, Ky. ; J. D. Carson, general supei-inten-
dent, resigned ; A. H. Ford, to be treasurer and auditor
and A. V. Lafayette, general freight and passenger agent.
Nashville & Knoxvillr.— President Alexander Craw
ford deceased.
Newport News & Mississippi Vai
ton. second vice president, resigned.
New York, Lake Erie & We.stern.- Robert M. Parker
appointed division freight agent, in charge of main line and
branches east of Susquehanna, with office at the Pavonia
Ferry, New York City, vice F. D. Hunter resigned.
New York, Pennsyl
office at Roanoke, Vc
Northern Pacific — This company has assumed control
of the Wisconsin Central, and will operate the same under
the title of Wisconsin Central Lines, Northern Pacific R.
Co., lessee. S. R. Ainslie will continue in charge as gen-
eral manager, and Gavin Campbell as general superintend-
ent and acting general manager. The authorit.v of the
lowingc ' -• - -- .. «_.,a_ T, .-,. ..-_ t
Northern Pacific R. Co. has been
extended to cover the lines of the Wisconsin Central: J. A.
Barker, general auditor; George S. Baxter, treasurer; J.
M- Hannaford, general traffic manager; O. C. Greene,
superintendent of telegraph. Agents of the Wiscousin
Central system, and officers ol other lines, will transact
business incident to the leased property with the following
local officers in charge ; David S. Wegg, general solicitor ;
T. J. Hyman, auditor; Abbott Lawrence, acting comp-
troller; R. W. Maguire, cashier and paymaster; Henry C.
Barlow, traffic manager; J. C. Patterson to be superintend-
ent Butte & Gallatin branch.
Pac
; Short Line— G. W. Hibbard to be general traffic
Peoria & Pekin Union.— General superintendent,
Thomas Burnett, resigned.
Pittsburgh, Cincinnati & St. Louis.— E. C. Lindsay to
be engineer of maintenance of way.
Pullman's Palace Car Company.— Stephen Little, audi-
RoME & Decatur.- J. R. Taylor, auditor, appointed
general manager.
Seaboard Air Line.— Seaboard & Roanoke System.
John C. Winder appointed general manager; office at
Raleigh, N. C. ; L. C. M.vers appointed general superintend
ent; office at Portsmouth, Va. ; John H. Winder appointed
superintendent Seaboard & Roanoke and Roanoke & Tar
River roads, with offlce'at Portsmouth, Va.
,— Genei-al Manager
Southern California.— Frank Dorwin appointed super-
intendent of telegraph, vice S. B. Fleeter, resigned ; office
at San Bernardino, Cal.
W. B. Reamer appointed to succeed G. W. Sanborn, re-
signed, as superintendent, with headquarters at San Ber-
nardino.
Southern Pacific— This company is now officered as
follows: President, C. P. Huntington; first vice presi-
dent, C. F. Croker ; second vice president, A. N. Towne;
third vice president, J. C. Stubbs.
St. Joseph, St. Louis & Santa Fe.— President Winslow
Judson, deceased.
St. Louis, Ai.ton & Terre Haute.— C
general freight and passenger agent, ^
signed.
resigned; W. H. Coleman to be assistant
local treasurer at St. Paul.
Ulster & Delaware.— President Thomas Cornell de-
Valley.— C- A. Witzell to be freight agent via
Gibson, resigned.
Western & Atlantic.- C. E. Harman appointed
ceed Alton Angler, resigned, as general
ticket agent.
Western Maryland.— Geo. H. Baer elected
and treasurer, vice J. S. Harden, deceased.
Wisconsin Central.— Frederick Abbot and Howard
Morris elected vice president and general solicitor respect-
ively; Mr. D. S. Wegg resigned as general solicitor. Mr.
Abbot will continue to be assistant treasurer and Mr. Mor
ris as secretary. _^
Zanesville & Ohio River.— Nathan Wright appointed
master mechanic, office at Zancsville, O.; position of road
foreman of engines abolished.
1 Track Scale fur
; Sons, (Incorporated;
THE RAILWAY MASTER MECHANIC.
MiY, 1890.
The Cincinnati, Hamilton & Dayton Railroad is the only
line running Pullman's perfected safety vestibuled trains,
with chair, parlor, sleeping and dining car service between
Cincinnati, Indianapolis and Chicago, and is the only line
running through reclining chair cars between Cincinnati,
Keokuk and Springfield, 111..
Toledo, Detroit, the
between Cincinnati, Dayt<:
take regions and Canada.
The road is one of the oldest in the state of Ohio, and the
only line entering Cincinnati over twenty-five miles of
double track, and from its past record can more than assure
its patrons speed, comfort and safety.
Tickets on sale everywhere, and see that they read C. H.
& D., either in or out of Cincinnati, Indianapolis, or
Toledo. E. O. McCosmuk,
General Passenger and Ticket Agent.
.Xcw and Superb DInill;;; Car Oiitlit.
The dining cars just completed for the Great Hock Island
route, not only embody all the latest improvements in gen
eral use, but especial and distinctive features of excel
lence, which render them unapproachably superior to ordi
nary dining cars. They will be placed on the Rock Island
route west of the Missouri river on and after March :it,
1890, and will impart the crowning grace of perfection to
its solid vestibule express trains, giving that road a con
tinuous through dining car service between Chicago and
Denver, Colorado Springs and Pueblo. The Rock Island
is the only line that runs two vestibule express trains every
afternoon from Chicago to Denver. It is not only the fast
line, but it is also the most completely equipped of all the
Colorado roads, with elegant day coaches, Pullman sleepers,
free reclining chair cars, and the finest dining cars in the
world.
s'-
lEXTI.EM.W REPHESENTINC
HINSON CAR COUPLER CO ,
SUITE 518 THE ROOKERY.
J. E. FORSYTH, General Manager.
m urn s msM n
"Acme" Lamps
FOR -
Adopted as Standard by the United States Railway Mail Service for
postal cars, and in use on upwards of 75 railroads.
"Idams" Steel Guard Solid Top and Bottom Lanterns.
BESSEMER STEEL SWITCH LAMPS.
Headlights with turntable and side and front numbering sig-
nals. Also Interior Car Trimmings of every descrip-
tion. Switch locks, etc, Exclusive right
to manufacture the
HITCHCOCK RECLINING CHAIR.
THE ADAMS & WESTLAKE CO.,
XIO Oxi.ta.x*l(3 Stz*eet,
H.5 Hroailv
our '•.if.TIF." Biiriicr. Cila!.» nrl|><'ii|>. ...iiil.i
Bell. ISO Candle PoHcr. Tlirpe ,.l ili, .,
ligllt at a less i-ust tlian any gas or cle.-lri. lii;
CONSOLIDATED CAR HEATING CO.,
HAVING ACCJUIKED ALL RIGHTS AND PROPERTIES OP THf.
-^ SEWALL, McELROY AND OTHER COMPANIES ^
OFFERS THE MOST COMPLETE AND APPROVED SYSTEMS FOR HEATING BV
HOT WATER, DIRECT STEAM OR STORAGE.
ALSO THE NEW
PERFECTED RETURN SYSTEM.
FULL INFORMATION -p-
Iin.\Ni H Offi.'i.:s: CillcwtiO, (il6 Phenix Bid''. New YOHK. 1.5 Cortland
APPLICATION to the General Offices, ALBANY, NEW YORK.
p. Q., Canada
CAR BUILDERS AND TRANSPORTERS OF LIVE STOCK.
I i2 & 44 Live Stock Exchange, Kansas City, Ho.
I 39 Eichange Street, Portland, Me., and at Works, Wichita.
WE WttL LICENSE SilLEOAI COMPANIES TO BUILD AlHJ OPERATE CASS TODEE OUS PATENTS OS LQEEAL TEEMS.
Correspondence Solicited. QEO. D. BURTON, Treasurer, BOSTON, MASS.
THE RAILWAY MASTER MECHANIC.
89
WALTER D. CROSMAN, Manager Editorial Department.
EDWIN N. LEWIS Manager Business Department.
BY THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the interests of railway motive power, equip
linery. Comn
Prior to Jannar>' 1. 1886, this Journal was known as The Rail-
way Purchasing Agent. It will still in its newand wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
, year. AdTertislne rates and detaUs
a on application to the offlce by mail
or in peraon. Address
THE KAILWAV MASTEK MECHANIC.
The Huiikery. CliicatT". HI.
New Youk Offkk: W Bro:id«ay, Boom 148.
TM OffleUU Railway List i>f jrtihli»htd by tMg cmipany.
Vol. 5. 1 CHICAGO, JCJNE;. 189J. [No. 5.
Is it quite a f:iir deal to complain, after a con-
vention has ended, that it "was riiu by a few men
who did all the talking," when the one who makes
the complaint took uo part ui the proceedings?
Those who do take part in the discussions at the
conventions are pretty apt to feel that the meet-
ings have been successful, and they are usually
right. ■
SoMK general managers discourage experiments,
accurate tests and careful records because they
cost something, liut the master mechanic who
"experiments," -who is on the alert for improve-
ments,is a man who insists on having the very best
material that can be got for the price paid. An en-
thusiasm for improvement and progress, for find-
ing something still better than the present "best,''
is the best possible safeguard against temptation
to accept inferior material at superior prices for
the' sake of a little personal percentage. Tests,
records and experiments may seem to involve extra
expense, but the spirit which inspires them saves
money to the road in most cases and in the long
rim.
The American Society of Mechanical Engineers
at its convention in Cincinnati, afjpointed a com-
mittee to report a standard method of testing loco-
motives--to inclade the engine, the boiler,the qual-
ity of the steam and the comparative etficiency of
simple and compound locomotives. The society
has already done the industrial public an impor-
tant and valuable service by its admirable reports
on Standard Tests of Pumping Engines and Stand-
ard Method of Testing Stationary Boilers, and we
therefore expect that the report of the present com-
mittee will establish such a definite basis for loco-
motive tests that the relative values of locomotives,
as obtained by such tests, will be more authorita-
tive and be accepted with a larger degree of confi-
dence than the reports of most locomotive tests
If our information is correct all the locomotive
building concerns of this country, with one excep-
tion, have provided themselves with the Pratt A
Whitney standard driver center and tire gauges,
and the standard sizes of driver centers are now
almost universally specified. As is aljvays the
case, a few men rebel against having just what
other peoiile have, but the number in this instance
is very small. The adoption of these standard
sizes was one of the wisest acts ever done by the
Master Mechanics' Association, and the standard;
have attained. general observance in an unusually
short space of time. The master mechanics and
the locomotive builders of this countrj- are greatly
indebted to the committee, Messrs. Lander, Jo
hann and Sprague, who reported and recom
iuended the standards, and the careful and vain
able work done by these gentlemen should not be
forgotten.
It is well to remember when ordering sheet
or steel tliat the dimension running the way the
I plate is to be bent should be given tirsl, or next
after the thickness. In the rolling mills it is al-
5 understood that the first figure given on an
r shall be measured in the direction in which
the plate is rolled or parallel with the "graih."
For instance, if a plate is wanted to form a butt-
jointed cyhnder i in thick, 6 ft. long and 5 ft. dia-
meter, the order 'should read: — 1 plate ^,xl88i in.
x72 in. Due allowance (not given in the example)
t always be made for variations in measuring,
etc., the amount of which is determined by experi-
ence. With the higher grades of material a strict
adherence to this rule is not necessary, as such
plates will bend equally well in either direction, but
with tank iron and the like an attempt to bend
against the grain will usually result in failure by
spliting. It is consequently advisable to keep
rigidly to the one method, as mistakes are thereby
avoided.
< bearing on the question of the durability of
vertical plane couplers, we may state that there
ipears to be good reason to take note of the lo-
lity in which reported breakages occur. We
have it on excellent authority that the switchmen
the only body of railway employes opposed to
the automatic coupler — refuse to favor that coup-
ler for the reason that its introduction and gen-
eral use would weaken thern as a striking organi-
zation. Inexperienced men could with compara-
tive readiness make up trains of cars equipped
with the M. C. B. coupler; but such men, even if
courageous, make sad work of making up a link
and pin train in a busy yard where all operations
are hurried. The switchmen recognize this fact
1, desirous of retaining their power over their
ployers, strongly oppose the introduction of the
M. C. 13. coupler. Some statistics of coupler break-
ages, recently placed before us, show an abnormal
percentage of breakages at points where ihe
switchmens' organization is strongest. Careless
handling of cars is already known to be responsi-
ble for the bulk of hook coupler breakages;
malicious "carelessness" may be responsible for a
larger share of these breakages than has hitherto
been suspected, if we take the alleged sentiment
of the switchmen as a guide for our conclusions.
the frame is reduced to almost a feather edge, and
being thus insufficient to withstand the pressure
to which it is subjected, it gradually breaks away
to the extent of allowing the shoe to move slightly
up and down on the pedestal leg in unison with
tCe rise and fall of the driving box. If this move-
ment of the shoe really becomes injuriously great
in the course of time, which is extremely doubt-
ful, it is necessary to provide some means of avoid-
ing it. liut to reduce the size of the iiUet, or
what is practically the same thing, the strength
of the frame, would be about the last expedient
we should resort to.
Speaking of a possible movement of the pedes-
tal shoes naturally brings to mind the clamping
screws, so-called, that are generally considered
an indispensable part of an engine's equipment.
We mean, of course, the tap bolts ('j or J inch in
diameter), that pass horizontally through the
pedestal legs into the shoesand wedges, and which
are supposed, if indeed anybody supposes anything
abont them, to act as clamps. After the driving
box is once in position, the shoes and wedges are
effectually prevented from dropping away from the
pedestal legs, so the only function left for the bolts
to perform is to check any tendency to move up and
down. No movement in this direction on the
part of the shoe can take place until the feather
edge mentioned above has broken away to some
I extent, as its length is identical with that of the
leg it protects, and even then it is extremely
doubtful, as we have said, if the shght play thus
allowed would be in any w'ay detrimental to the
engine. As to the wedge, uo motion vertically can
occur so long as the regular adjusting screw is
securely fastened in its glace. There is, however,
some little advantage in the use of these clamping
bolts before the boxes are put in place whUe the
engine is on the erecting floor. This small benefit
is in no way commensurate with the expense en-
tailed by the extra drilling, tapping, etc., required,
and the omission of clamping bolts altogether
would, accordingly, seem advisable, for they never
will be missed.
Is it not time to put the "Boston fund" to some
good use? A suggestion has been made that the
icome of it be used for prizes to stimulate inves-
gatiou and improvement in the field of railway
motive power and mechanics. The offer of first
and second prizes awarded at stated periods of
two or three years woulij be a powerful in-
ducement to careful and profitable investigation
and experiment. To be awarded such a prize by
the American liailway JIaster Mechanics' Asso-
ciation would be a great honor. That there is
abundant opportunity to do work worthy of such
high honor is indisputable. While it is true that
the American locomotive as it exists to-day is a
wonderfully complete machine, no one will claim
that it has reached the limit of perfection. The
mas'.er mechanics' department on the great ma-
jority of our railroads is admirably managed, but
the methods can be improved inimportivnt details
Electricity is knocking at the gate of this depart
That the report of the committee on car coup-
lers to the Master Mechanics' Association will be
followed by a lively discussion is not improb-
able. Tomahawks are being ground and scalp-
ing knives sharpened, and the big chiefs are get-
iug on their war paint. Important business in-
terests will be affected by whatever action may be
taken, and some degree of personal feeling has al-
ready been awakened by newspaper and club dis-
cussions. In short, the conditions will be such
that it will not be impossible to inaugurate a
lively and vociferous time.
it must be taken for granted, however, that
every man who will take part in the discussion
desires to get only at the actual facts and to take
whatever action is for the greatest good of the
greatest number. This eliminates the elements of
personal prejudice and personal profit from the
meut and its capabilities and appliances must be | discussion. There can be no questioning of mo-
investigated. In short, the field in which work I tives, no accu.sations of individual or local preju-
may be done that will be deserving of distin- d'ce- It has been intimated that tlie New Eng-
"uished reward is almost limitless. It is within laud members were hostile to the M.t. B. stand-
the power of the American Railway Master Me- ard coupler because of jealousy or contrariness,
chauics- Association to do a new thing, to give a or some other far fetched and imaginary reason,
powerful stimulus to improvement and progress But take the New England members one by one
witliin the limit of the splendid Held which it oc
cupies, and to largely increase interest in its meet-
ings audits work. Has not the time come to apply
the Boston fund to this or to some other equally
fruitful use?
The weakest points,
fracture is most
iind everybody who is acquainted with them
knows that they are not men who will put them-
selves in a false position through prejudice or jeal-
ousy. If they oppose the present coupler it is be-
cause of what they see on their own roads and in
their own yards and repair shops. And if they arc
shown that the facts gathered by wider observa-
tion and experience sustain the M. C. B. coupler
of them
likely to occur, in any well-designed locomotive
frame, are probablv the inner sides of the upper instead of condemning it there is not
extremities of the pedestal legs. Recognizing this, \ who will not willingly revise his opinions. To as-
most builders very rightly put a fillet of from ^ j sert that the New England roads are behind the
to 1 inch radius in these places, in order to gain 1 times will not help in the least degree to settle the
the greatest posible amount of strength. We coupler question. Indeed, one who honestly corn-
have recently heard a complaint from a master pares them with roads elsewhere has to admit that
mechanic that this radius is too large because in some important particulars they are at the
the top bearing of the shoe or dead wedge against | front rather than in the rear.
THE RAIL^VAY MASTER MECHANIC.
Jdne, 1890.
To call names, to ascribe improper motives, or
to belittle facts, settles notbing. Last winter a
technical journal which hovers around the bor-
ders of the field of railway mechanics and now and
then makes a wild plunge into it, intimated that
onlv roads "of local importance" were resisting
the" adoption of the M. C. B. coupler. Eveiy one
now sees that such an assertion aroused antagon-
isms which may hinder the proper settlement of
the question. Not vinegar but molasses continues
to be the best bait for flies, and to presume that
those who differ from our own opinions are honest
and fair is the best way to make and keep them
fair and honest. It is true that the phase of the
car coupler ouestion which is to be considered by
the Master Mechanics' Association is, in terms, a
limited one. But it may, perhaps, be impossible to
confine the discussion, nor will it be wise to at-
tempt to do so. It will be the first opportunity
which either of the national associations has had
of discussing the subject upon a basis of facts.
For the first time since the subject of automatic
couplers was agitated there will be the facts of
actual experience to present and discuss. The
question is emerging from the realm of theory into
that of practical knowledge. Therefore free and
full discussion is altogetuer desirable. So far as
"mixed service" goes railroad men know quite
fully what the M. C. B. coupler can and cannot do.
Concerning its operation in service with its own
kind, through a considerable period, there is less
information available, and it is to be hoped
that aU the exnerienc s which members have had
in this kind of service will be brought out. We
do not imagine, however, that any one doubts the
complete success of the coupler under such cir-
cumstances.
LOCOMOTl\K AXLES.
The master mechanics have this year two com-
mittees on locomotive axles— one on the size and
form of axles for tenders— another on the relative
value of iron and steel axles. A consideration of
the topics coming before these committees may not
be amiss. .
First, as to tender axles, with or without end
collars. We favor the coUarless axle, with cast
iron end stop, set into guide lugs on the sides of
the box, and held down by lugs, projecting be-
yond the b aring portion of the brass. The size
of the axle could, for convenience, be the same as
the M. C. B. tiO.OOU lbs. freight car axle, with the
end collar cut ofi. The dimensions of the axle are
ample for the load of the heavy tender specified in
the circular. Such a tender, with 3,600 gallons
of water and 8 tons of coal, would weigh 75,000
lbs., and the load on each axle would be about
8,600 lbs. Taking the projected area of the bear-
ing as 41 X 8 = 34 in., the pressure per square
inch of bearing would be 250 lbs. This is almost
exactly the same as that on the old M. C. B. axle
with its load, and less than the pressure on the
large M. C. B. axle, which, under its load of car—
(SO.OOOlbs. -f 60,000 lbs. = 90,000 lbs., less weight
of wheels and axles)— carries 10,450 lbs. per jour-
nal or 300 lbs. per square inch of bearing. The
stress in the axle under the static load would not
be as great, therefore, in the axle under the heavy
tender as in its regular service — under 60,000
lbs. box care— and, being a well-established stand-
ard, it would be manifestly the proper axle for the
As to the shape of the axle three forms are pre-
sented. The difference between Fig. 1 (showing
an axle that is straight from the shoulder to the
center), and Fig. 3 (showing an axle with a curve
from the wheel seat to the center) in the
circular is so slight, that it is hardly worth
discussing, and either of them (Fig. 1 or Fig. 8)
is so near the M. C. B. shape, that it, the M. C. B.
shape, should be recommended in preference. The
diameter at the center should be J that of the
wheel seat, and if these two be joined by a straight
line it will be as near the theoretical shape as is
desirable from a practical standpoint. Fig 2
(showing an axle reduced at a point a short dis-
tance inside of the wheel seat) is a bad
shape for an axle, as it is not of uniform
strength, being weaker where suddenly reduced in
diameter, just inside the wheel seat, than at any
other point. It would be liable to break at that
poini.
The fifth question is: " What is the Limit of
Weight on Journals per Square inch of Contact?"
We have already shown that the pressure on the
old M. C. B. journal was 250 lbs. per square inch
projected area, and in the new one it is 300 lbs.
per square inch. The experience with the old one
was not attended with such a freedom from hot
boxes as to warrant much increase in the unit
pressure. It is believed by those who have ex-
perimented on oil-testing machines, that pressures
above 300 lbs. per square inch tend to force the
oil out from the bearing, leaving the journal with
too thin a film of oil for good lubrication. We
conclude, therefore, that the limit of pressure has
been reached by the large M. C. B. axle under the
regular conditions of its service and would not
recommend that this pressure of 300 pounds
per square inch should be exceeded in tender
axles. This limit would not be reached until the
journal was worn down to 3^ inch diameter.
The other committee on locomotive axles has
to consider the important question of the relative
value of iron and steel axles. A proper report on
this subject requires an extensive investigation
and a careful study of improved processes of
manufacture which have been recently introduced.
We hope the committee has given the subject that
treatment which its importance demands, for, we
venture to say, nothing involving greater interest
to the railroads will come before the Master Me-
chanics Convention. The axle is the vital part of
all railroad rolling stock. If it breaks it causes
the most destructive wrecks, and no one is held
directly responsible for it. If it heats it causes
the most annoying delays and this is most likely
to occur on fast trains when every effort is made
to avoid delays. The material comprising the
axle is, therefore, one deserving the most earnest
consideration.
The price of steel axles, of good quality, is
now so low and so near the price of good iron
ones that our master mechanics are more frequ-
ently called upon to decide whether to use iron or
steel for the purpose; and the cost being a slight
factor, what quahties should determine the rela-
tive value of iron and steel axles? An axle has to
perform two principal functions — one to act as a
beam sustaining the load, the other as a portion of
a machine in which the journal revolves at a
higher speed and under greater pressure than is
found in almost any other machinery. Steel is
now regarded as the best material for journals, and
it is almost entirely used in all kinds of the best
machinery. Iron is so soft that it wears rapidly,
and seams in it produce a rough surface which
often causes it to heat. lu Europe the rapid wear
of iron journals (notwithstanding their large size
for the load sustained) is recognized and the
remedy is case hardening. It is the regular prac-
tice among the best builders to case-harden the
journals of the iron tender axles, driving axles and
crank pins — in addition to the other portions usu-
ally so treated in this country. For those who
prefer to continue tlje use of iron axles, this method
of obtaining longer, and more satisfactory, service
for them appears thoroughly commendable. But to
go into such a wholesale business of case-hardening
requires an improvement in the process, and in the
furnace used for case-hardening, as well as the
addition of suitable emery grinding machinery for
finishing the hardened journals to true cylindric
surfaces.
A journal when properly lubricated, and if kept
clean from grit, and not allowed to heat, will have
formed on it a hard, smooth glassy surface, which
is the best possible condition for minimum friction
and, consequently, least wear. If it can be kept
in that condition it will run for years with almost
imperceptible reduction in diameter, and outlast
the other portions of the machine. It has been
the opinion of many mechanics that this very de-
sirable glassy surface was peculiar to iron, and
that the surface of a steel journal would not
"polish" in the same way. But an inspection of
some locomotive crank-pins and driving journals,
made of steel and of "good proportions shows that
they attain as high a degree of polish as iron.
Coming now to the relative strength of iron and
steel axles: The drop test is now generally
recognized as the best and most practical method
of measuring the strength of an axle, and we can
get a fair idea of the comparative strength of the
two materials by examining the specifications for
iron and steel axles used by railroad companies
which buy both kinds. The standard weight for
the drop test now generally adopted is 1,640 lbs.,
and the distance between centers of supports 3 ft,
For iron axles of 4| in. diameter at center the re-
quirements are three blows from a height of 10
ft., and two blows from 15 ft. We have never
understood exactly why two heights are used, un-
less it is to obtain the minimum strength of the
axle, if it should break at the first or second blow.
Good iron axles will easily satisfy this specifica-
tion. The published reports in circulars issued by
manufacturers of iron axles show that they en-
dure as many as 10 to 12 blows, all above the
first three being from a height of 15 ft. and the de-
flection being from six to eight inches. The spec-
ified requirements for steel iixles of the same
center diameter, are five blows from a height of
25 ft. One well established firm reports its steel
axles made for this specification to endure from
35 to 45 blows from a height of 25 ft. before they
break, while another reports a large number
tested up to 50 blows without breaking, and also
one axle tested beyond this, until it broke at the
121st blow.
The tensile strength of iron axles is very irreg-
ular, especially the ductility as measured by the
percentage of elongation in the test specimen.
; Very few tensile tests of iron axles have been
made, and we do not know of any railroad which
includes such a test in its specification. The
railroad testing departments contain, however,
records of the tensile strength of iron axles, which
have been broken in service, as well as of new
axles, and they show the material to have about
the same physical qualities as common bar iron.
The tensile strength per square inch of iron axles
is 40,000 to 45,000 lbs., with an elongation in 4
in. of from 5 to 15 percent.
Specifications for steel car or tender axles re-
quire a tensile strength of 75,000 lbs. the extreme
limits allowed being 70,000 and 60,000 lbs.,
the specimen having a breaking section J in.
diameter and 4 in. long. The elongation required
is a minimum of lH per cent.
The"Coffin" toughening process, it is claimed, will
increase the elastic limits of the steel without loss
ofelongition or ductility. An axle was cut in
two, one-half of it alone being treated by the
toughening process, and tensile tests from each
half gave the following results:
ElHstic Limit. L'ltiraat^ Streriglh. GloDg:ition.
(1rilin;ivv :«.II00 lbs. 71,5IX)ll)s. 34-50
Tougliened.. . .II.OOIJ lli^. 7-',()OI) Ihs. 24-07
The comparative strength of iron and steel
axles as given above may be tabulated as fol-
lows:
DROP TEST.
TCSSlfK T..T.
Raiuiremenls.
Attained.
Ultimat*.
Elongation.-
Iron. ,1 ,.hloW8@14ft
10 to IS
4010.50
™:ol51to
80.000
6 to 15
18 to 25
The superior strength of steel when properly
made is clearly shown by the above comparison,
and, taken with the fact that a steel journal is at
least as good as an iron one, there are certainly
good reasons for preferring steel axles to iron ones,
if they have been properly inspected and the qual-
ity of the steel is known.
' The general prejudice against steel axles is
largely the result of unfortunate experience either
with steel which was not a suitable material chem-
ically, or else with good steel which had been in-
jured in its manipulation in the forge or furnace.
With the small furnaces and small hammers orig-
inally used, it was necessary to either forge dif-
ferent parts of the axle at widely different temper-
atures, or to foi-ge one-half the axle and take a re-
heat for the other half. This treatment creates
Jdne, 1890.
THE RAILWAY MASTER MECHANIC.
internal strains, which are very objectionable, and
this process of mamifacture of axles from good
steel ingots has resulted iu repeated failure and
the doubt, thus created, as to the safety of steel
axles, has greatly retarded their more general in-
troduction.
These objections have been entirely overcome
by a number of steel companies, by the use of
larger furnaces and hammers. The toughening
process referred to improves the steel by anneal-
ing it and changing the crystalline to an amorphous
structure. Steel axles are now produced from
hammered ingots 16 inches square, worked under
a 20-ton hammer and finished under a 8-ton ham-
mer. Owing to the powerful machinery employed
the entire axle can be finished witliout double
heating, and axles made from steel of good quality
in this manner are more uniform in quality, and
very much stronger than it is possible to make iron
axies.
In the United Stales, the present condition of
steel manufacture is such that only open hearth
steel should be employed for axles, and with our
present knowledge of the subject it would not ap-
pear advisable for any railroad to use Bessemer
steel axles on account of their low price. It is im-
possible to get Bessemer steel rails of uniform
quality, and if we do not use a material for axles
which can be produced iu large quantities and
uniformally good, we cannot have any assurance
that our sample axle or test specimen fairly rep-
resents the whole lot. Boiler steel is made by the
open-hearth process and the uniformity of the pro-
duct is well known. The same uniformity should
be required for axle steel if we want to feel secure
in the use of it. The price of crucible s'eel is too
high, and very few axles of that quality are in use
or are likely to be used. We have plenty of faith
in open hearth steel axles properly made and the
price is now so low that all railroads should, we
think, use them under passenger equipment and
for locomotives.
Of ihe papers read before the .A.merican Sooiety
of Mcihanical Engineers at the Cincinnati conven-
tion, the one which might be said to pertain most
)«rtioularlj' to railway work was that on the "Effi-
ciency of Locomotives." We cannot agree with all
that is stated therein, especially in regard to cylin-
der condensation and its probable effect sis a factor
in the economy of the sipgle expansion and com-
pound locomotives: one must remember that an in-
dicator diagram taken from a locomotive at high
spued cannot be expected to show traces either of
coudeui-ation or re-evaporation, for the expansion
curve between the point at which the effect of wire
drawing ceases and that at which the exhaust opens,
is far too short to enable any intelligent conclusions
10 bo drawn from this source alone. If the feed
water could be accurately mciisured and the work of
the locomotive were sutliciently uniform to per-
mit of a reasonably exact calculation of steam
used in a given time to be miide from
a limited number of indicator diagrams, some-
thing might be said about the amount of con-
de^^Htion in locomotive cylinders, but in the absence
of such data it is not unreasonable to turn to station-
ary and marine cnRine practice and there we find
that condensation is considerable. The conditions
under which the locomotive is operated probably
cause more condensation to take place in its cylind-
ers than occurs in the cylinders of other engines.
Speed undoubtedly has some effect u|H)n the amount
of cylinder condensation, but it isijuite probable that
the highest speeds employed never reduce it the
figures mentioned in the pajjer. We do not think the
economy of compound locomotives can be attributed
wholly to the causes given in the paper, but as this
phase of the subject has been pretty well ventilated
iu the columns of this a.id other journals we will not
repeat wt^at has been written.
This paper was discussed somewhat at the meet-
ing and has since called foi*th more or less editorial
criticism from the various technical journals, as will
almost any paper on this subject. One of the most sur-
prising editorials which has appeared on this subject,
is one two columns in length in the Uaitroad Gazittc,
in which there are errors fully as great as those to
which it calls attention. As that journal is
evidently very anxious that the railway public
shall not he misled by any errors which may be con-
tained in the paper read before the society, it will
probably appreciate the necessity for having its own
errors corrected for the benefit of those readers who
might he led astray by thorn.
The author of the editorial referred to cannot have
carefully read the paper in question, as the following
quotation from his words will show:
It ivas also said that " the reduction of indicator card
area, caused by early exhaust closure, and the large clear-
ance spaces found in locomotive cylinders, is often over-
estimated." Then followed an estimate showing that the
mean effective pressure is greater when the clearance is
reduced, the compression being raised to the same [>oint
in each case, thus showing an advantage in favor of a re-
duced clearance, in increasing the power of the locomotive,
as well as its theoretical economy.
Now the fact is that the paper does not make
the statement here credited to it. On the contrary,
it clearly says: " It will be seen that the M. E. P.
when the clearance is 10 per cent, is 946 lbs., sink-
ing to 91-8 lbs. when the clearance is reduced to 2
per cent." That which is based on such an obvious
error will have very little weight, and the further
remarks on this point made by the author of the
editorial need not now be considered. It might be
well, in passing, to call attention to the fact that, in
neither the paper criticized nor in the editorial re-
fered to, is there any computation made of the work
performed per pound weight of steam used with
various clearances. The effect of the clearance is
apparently considered only in its effect on the ex-
pansion and compression curves of the diagram.
The assumption that the terminal pressure of the
compression may be a constant as far as the arrest-
ing of thcj reciprocating parts is concerned, being in
this respect independent of the clearance volume, is
also severely condemned by the editor of the Rail-
road Gazette, and the following argument is produced
to show how weak such a supposition is:
It is assumed that 54 lbs. terminal pressure is all that is
required to arrest the motion of the reciprocating parts of
a steam engine, regardless of the clearance. It is not the
mere terminal pressure which arrests the reciprocating
parts, but the work performed on the compressed steam
from the time compression commences to tue point when
compression ceases. With the same final pressure of com-
pression the work done, which acts to arrest the recipro-
cating parts, is vastly different in the two cases cited,
being about four times greater, according to a diagram
furnished with the paper, in the case of the IU per cent,
clearance than with the 3 per cent, clearance. In order
that the same arresting effect shall be obtained, the work
performed ought to be the same in both cases; hence, on
a fair ba.-*is of comparison, the terminal pressure in the
case of the 2 per cent, clearance ought to be considerably
more than the 54 lbs. assumed for the 10 per cent, clear-
This is a most surprising argument. The idea
that the entire work performed per stroke in com-
pressing the steam should have any direct
relation upon the smooth running of the
engine will doubtless be a
of our readers. It certainly
practice the work performed
steam does not equal the total work required to ac-
complish the retardation of the reciprocating
weights and we have always believed that any
momentum stored in the reciprocating parts in the
first half of the stroke could be very acceptably ex-
pended upon the crank pin in the latter half of the
stroke, except that necessary to provide a compres-
sion sufficient to prevent a thump from lost motion
as the pin passed the dead center. To Uike cjiie of
this thump it is only necessary that the pressure of
compression at thoend of the stroke shall be slightly
in excess of the force of momentum at that point, I
and that this pressure shall not be attained so j
abruptly as to itself produce a blow. The amount
of work represented ^by the compression from the !
point at which it begins until the end of the stroke, j
does not enter into the problem at all, and to hrinc
it forward in this connection shows an entire mis- 1
I conception of what is involved. To make the point
more clear, it might be well to refer to the accom-
j panying diagram, which is reproduced from
the oue which was used to illustrate this
new one to most
to us. In general
1 compressing the
.Kj-
if-h- uiiiiir
i' i' 1 1 1 1 I'T M T T
t 5 ±::
, ^.
i- [---tn„
-- '^f1'!^%|?-^
'::::::::::::: HdH+F+44^-H
"-,_ ^^
• ^
c^
^~- :
:^::!S:::::::n
:
:^ J--^-=.2^
~i
" i
point
the paper read before the soi-iety
It must be understood that what we have to say
on this point refers simply to what is required
for the smooth running of the engine in parsing the
centers and does not apply to the economy of the en-
gine, nor does it necessarily indicate what is desira-
ble in practice.
Now, for some reason not evident, the Railroad Ga-
zette thinks the total work expended in compressing
the steam plays an important part in the problem, in
fact, that it is paramount, and that if the clearance
is reduced to, say,2 per cent., it would not be proper
to have the compression begin at some [xiint as 22-2.5
which would give the sjime terminal pressure (.54 lbs )
as before, but that it must begin at a point whicu will
give equal work in the two cases. Did it ever occur
to our contemporary that any difference in the
work done, such as is represented by the area
between the two curves, would simply be added to
the rotative effect upon the crank, and that if the
compression line met the inertia line, at a point
distant from the end of the stroke by an amount
equal to the lost motion in the parts, the thump at
that point would be prevented just as effectuallv
as though the compression had been represented
by the full line instead of the dotted one?
The only minimum limit to the clearance, viewed
simply as a preventive of pounding at the end of
the stroke, would be found when the compression be-
came so abrupt as to be in itself iniurious.
We have not the space to take up the other errors
contained in the editorial referred to, but it may be
well to mention the fact that many of the statements
there advanced as absolute truths, are simply per-
sonal opinions of the writer which ho would find it
impossible to prove, if requested to c" j so. It is per-
fectly right, and even desirable that a paper should
st^iteitsopinionson important subjects and should
give the rea.sons for the position it takes, but i>cr-
sonal opinions should never be put forward .^ well
established facts.
Railroad Commissioner Rich, of Michigan, has
issued a circular concerning couplers, in which ho
withdraws approval of all forms of link and pin
couplers, and directs that only couplers of the
M. C. B. type shall hereafter be considered as ful-
filling the requirements of the Michigan law.
At the convention of rauToad' commissioners in
Washington last week the following resolution con-
cerning automatic brakes and couplers was passed-
Raiolrrit. That Ihe resiwctive states should reuuiro
euhor directly by law or indirectly through the fnstrS^
mentality of iheir railroad commissions eac-h railro^ c^r^
poraiion subject to their jurisdiction to place driving^teel
brakes and apparatus for train brakes upon evcrv^OTOmo
tue, and tram brakes upon every freight car hereaanr
constructed or purchased by it, and al^, u,S,d suJb ^rs
and upon every freight car owned by it, the counler or
A FEW years ago asuperintendent of motive power,
with well equipped shops, found himself unable to
build a lot of new cars which were urerentiv needed
because his shops were constantly filled with repair
work. After studying the situation he put a man
into the yard with orders to report every case in
which a car was injured in switching, with the
THE RAIL^VAY MASTER MECHANIC.
JONK, 1890.
names of the employes and all the circumstances. In
three months the expense account for repairing dis-
abled cars was reduced over two-thirds, and he was
able to build his new cars.
It will require some ingenuity on the part of the
railway supply men to spend the usual amount of
money at the Fortress Monroe convention for "enter-
lainment." But the boys aro ingenious, and can
malic the waste places blossom like the rose. If all
else fails, they can fall back on Bowers, candy and
gum, and by ordering them from points sufficiently
distant they can manage to spend a good deal of
money. Of course the -'committee on entertain-
ment" will want to cover itself with glory, and "get
all the good there is in it." There is a limit, how-
ever, which true wisdom will stop short of. Too
lavish use of money will in time defeat its own ends.
and the railway officials may suddenly decide to take
their conventions clear, without any "entertainment"
"on the side."
Seriously, while a good many think that attend-
ance at the June conventions is made unnecessarily
expensive to railway supply concerns, there is no
question that the methods now in vogue are far
preferable to those which would prevail if there were
no general plan of entertainment to which all con-
tribute equally. In the latter case a few wealthy
concerns could monopolize everything, and advertise
themselves to the exclusion of those who could not
afford to adopt similar methods. To prevent the
railway supply representatives from making the con-
vention weeks pleasant to their friends, the railway
officials, is impossible. To do this by general and
combined action, and in a way to give pleasure to
their own wives and daughters, is by far the best
plan. As to the assertion, occasionally heard, that
the schemes of entertaiiiment interfere with the work
of the convention, we do not think that there is any
truth in it. The members of each association put in
as many hours of solid work at these meetings as
they ought to — and occasionally more.
NOTES OF THE MONTH.
We are requested to announce that members of
the Master Car Builders' and Master Mechanics'
Associations who require transportation over the
Chesapeake & Ohio Railroad in going to or return-
ing from the convention at Old Point Comfort, may
obtain such transportation from Mr. William Gars-
tang, superintendent of motive power, Chesapeake
& Ohio Railroad, Richmond, Va. We may state in
this connection that President Ingalls, of the Ches-
apeake & Ohio, has consented to deliver the address
of welcome at the opening of the convention.
During recent tests with beating apparatus
conducted by the Illinois Central Railroad, some ex-
periments were made with expansion drujjs of a
larger size than those generally used. It was found
that these large drums produced a much better cir-
culation. The mechanical officers of the road have
not yet determined just how much more effective
the larger drum is, nor what the actual capacity of
the drum for a certain length of pipe should be. The
experiments, while not specilic in their results, are
still suggestive, and should be born in mind by those
looking into the heating question.
On the 2d day of .lune the work of collecting sta-
tistics of manufactures for the report of the eleventh
census was inaugurated throughout the entire
country. The value of this report must depend
wholly upon the accuracy and thoroughness with
which manufacturers answer the questions pro-
I>ounded. The personal interests of every manufact-
urer aro involved in the character of the report
manufactures. It will be quoted for the next ten
years as the official announcement of the exact
dustrial condition of the country, and will be the
basis for any future legislation that may be enacted
in regard to the wants of our people, whether en
gaged in agricultural or mechanical pui-suits
Therefore, it is of vital importance to each manu
facturer that an accurate report shall be made. Th(
superintendent of census has taken every possible
precaution in the preliminary work to make this cen-
sus complete and satisfactory, and the earnest co-
operation of those engaged in productive industry is
all that is now necessary to secure valuable results.
Every manufacturer should bear in mind that his
answers to the questions relating to his business are
held strictly confidential, are not disclosed to .any
competitor or to other persons, and are not used by
the government as predicate for the purpose of tax-
ation or license, or in any way to adversely affect his
individual business. This assurance is printed on
each schedule over the signature of the superin-
tendent of census.
}fauge glasses, in
the Locomotive, the author concludes that this cor-
rosion is occasioned by a combined scouring and dis-
solving action. He concedes that hot water will dis-
solve glass and that small particles of iron rust and
other solid matter passing with the condensed water
over the inner surface of the gauge glass will pro-
duce a grinding action similar to that of emery and
water. But to neither cause alone would he ascribe
the corrosion so commonly observed — the two com-
bined would, however, account for the results. Con-
cerning the dissolving of glass by water, a phenom-
enon apt to be discredited by many, the author
says:
There can be uo doubt but that water, at the in-
stant it is condensed from steam, is particularly
active in dissolving ^lass— much more active than
after it has stood tor :> time. We have good evi-
dence of this in our own experience. In fact, at the
present moment the writer has before him a glass
tube one-third of an inch in diameter internally and
26 inches long that was used for condensing steam to
supply a laboratory with distilled water. Although
it was used only three hours, it is very perceptibly
corroded by the "hot water of condensation.
During a recent visit to one of the principal rail-
road shops in the vicinity of Chicago, our attention
was directed to the simple and ingenious labor sav-
ing device shown in the accompanying cut. We re-
fer to a continuous feed attachment to the ordinary
bolt threading machine, whereby crown bar bolts
can be threaded so that the thread is a continuous
one and the bolt enters both the inner and outer
sheets at the same time without strain or injury to
the thread. By the old method of tapping the bolts
per day. The device illustrated turns out 200 per
day very easily and uniformly. The cut almost ex-
plains itself. The long feed screw engages with a
large gear wheel at the far end of the machine and
a small gear on the main shaft, and the feed screw is
rotated. The tabic or slide carrying the bolt has
connected with it a split sleeve, with the female
screw encircling the feedscrew. In ordinary work
the sleeve is opijti and the continuous feed inopera-
tive. When it is desired to tap a crown stay, the
lever shown is turned inward and the bolt is fed in-
to the tap. When sufficiently threaded the clamp is
opened, the die opened, and the bolt moved forward
until the other end is at the die, when the feed is
again taken and threading finished. The bolt is not
turned end for end but is run into the body of the
machine. The ends of the bolt are U in. diam., and
the body 1 in. diam. The U in. or upset portion only
is threaded.
Mr. P. A. Chase, master mechanic of the Kansas
City, St. Joseph & Council Bluffs road, has been ex-
perimenting with air inlets in his Sre-boxes and in
increasing them has met with very gratifying re-
sults. The inlets through the grate have been made
45 pr.ct.of the grate area, and those above the grate
area Is per cent, of the fire-box surface area. Mr.
Chase never has trouble to get Jill the steam he
wants in engines so treated, the engines doing
harder work than before and at the same time steam-
ing better. They can now do work'they never could
do before. Mr.Chase uses the brick arch in his plain
box engines, although he favors the water leg and
puts it into all rebuilt engines. He has always used
water legs to some extent.
Of the various sub-committees in charge of the
work of testing brake shoes only one appears to
have accomplished anything. This committee has
conducted a very extensive series of shop tests,
the results of which we give, as far as determined,
in another column. The road tests will not be held
until some time in July or August, and will be held,
as originally announced, on the Rock Island road
near Chicago. A dynamometer car has been pre-
pared with special apparatus for the purpose of mak-
ing these tests. This car will record graphically
the pull on the brake shoes, the pull on the draw
bar, the speed, the length of stop, and the compara-
tive revolutions of those wheels which are braked
and those wheels which are not braked, only one
truck of the car being equipped with brakes. A
preliminary trip recently made with this car, dem-
onstrated the practicability of the several recording
devices. It will be remembered that a drawing of
the mechanism of the car was given in our issue of
February, 1890. The mechanism is practically the
same as then illustrated. On the preliminary trip
a number of stops were made at 20 and at 40 miles
per hour, with different shoes. The dynamometer
car and the locomotive constituted the train. Brakes
were applied on the rear truck of the car only,and the
stops were made by them only, the engine simply
shutting off steam. The air pressures in reservoir
and cylinder were carefully noted. The data gath-
ered on this ti'ip gave excellent promise of satisfac-
torv results in the formal tests.
At the Aurora shops of the Chicago, Burliiijgton
,S: Quincy Railroad they have long been troubled
for proper facilities for handling truck work, and in
lieu of the quarters which have been desired by the
ollircis in charge, a neat corrugated iron shop,
;il»mt -oxHO, has been erected, by the side of the
^llack^^nlith shop. The shop is fitted with a small
forge and crane. It will also have a machine for
riveting trucks by compressed air. This shop is con-
veniently located by the side of the blacksmith shop,
and a track runs through it leading to the transfer
table, which will carry the trucks direct into the
car erecting shop.
A tire remover used at these shops is in high favor
with the officials and the operatives. At a conven-
ient point in an anglo of one of the shops is placed a
portable ring burner of ordinary pattern. This is
supplied with a mixture of gas and air taken direct
from shop piping under a pressure of from 60 to 70
111- II. I-. r,,iiiM .-tions from thcairand the gas pipes
1. :, ; i. , i , I mImiI to the ring, and the gas and air
run,. i t ,i - hl' through the T. The ring of flame
j> of ml. M-i' (m :il, and with the apparatus a worn
lire can lie removed in from four to five minutes; a
comparatively new tire takes from five to ten min-
utes. The cost of removing each tire is from -5 to 10
cents. The device is very economical in both timo
and money.
In these shops there are being erected at various
points, short run ways upon which cinders are
--^^^^i^ "
IJdne. 1890.
THE RAIL^VAY MASTER MKCHANIC.
wheeled out dii-ect to a small platform and loaded
thence onto cinder cars. These cars are of -10,000
lbs. capacity, but of course the load of cinders never
reaches that figure. Several of these cars are now
in use, and more are now to be added. Thus in place
of beingf anno^'ed by unsightly cinder heaps the
cinders aie wheeled direct to the car and dumped
into it and removed when the oar is full. This sys-
tem is not only economical, but it makes a great dif-
ference ia the appearance of the surroundings of the
shops.
oomotives.
At the Chicago & Northwestern Railway shops at
Chicago, the chemist of the company, Mr. G. M.
Davidson, is actively engaged in making paint for
the company's uses. SUmdard colors have been de-
cided upon for cabooses, freight cars, passenger cars,
stations and buildings, bridges, etc. On its caboose
cars the company has heretofore used an Indian red,
varnished. This paint almost invariably became
discolored in three months or so, so that the car ap-
peared like an ordinary freight car. As it was desir-
able to maintain a distinction between freight cars
and cabooses a new paint has been gq.tten up and is
being made by the company. It is a bright o.\ide
red and is used as an oil coloi" without varnish; the
absence of varnish makes repainting a comparative-
ly economical matter. Of this new caboose paint 96
per cent, is oxide of iron. On this, as well as the!., f
other paints
are made over the cost of paint heretofore bought
the market. A very satisfactory bridge paint has
also been formulated and is being made at the com-
pany's shops. It is a brown pigment, containing 96
pur cent, of oxide of iron. The percentage of mois-
ture-absorbing ingredients, it will be seen, is great-
ly reduced in this paint, and it is expected that the
bridges will withstand rust for a much longer period
than heretofore. A very handsome set of paints for
stations is also being made. For the interiors two
shades of drab are used, and for the exterior the
body is a dark red with brown trimmings, the roof
color being blue slate. All of these colors are un-
usually handsome in themselves and combine very
harmoniously. The freight car and building paints
have been standard since last fall, and this spring a
standard passenger color was adopted. Mr. David-
son is now engaged in getting up a color for switch
targets. The company has heretofore been using a
l)ale English Vermillion for its targets, ^hich is
quickly darkened by the gases in the locomotive
smoke. Experiments are now being made with a
cheaper and more lasting color for the targets, with
excellent prospects of success. The company has a
well-equipped paint mill for the production of its
colors and keeps it busily engaged. While the com-
pany saves some money by making its own paints,
the great point obtjiined is in getting just the shades
required, and always getting its paint supplies just
when wanted. The standardizing of all colors used
by the company on all work is proving very effect
ive, reducing the annoyances and expenses of meet-
ing the varied requisitions heretofore made from the
various points on its extensive system. The com-
pany is also making its own deodorizing cakes for
urinals, its disinfectants, and its fire extinguishing
fluids, putting the latter up in long twttles of the
ordinary shape.
presented a paper on '-Compo
He distributed blue prints showing characteristic in-
dicator cards, and also a tabulated statement of di-
mensions of certain standard types of compound
locomotives. Of 500 now in operation, but a small
number svere in use in the United States. The num-
ber was rapidly increasing. He devoted some time
to the history of the compound locomotive, explain-
ing the advantages of multiple cylinder engines, and
the characteristic features of the most prominent
types. The most important requisites were simplicity
and large power available for starting. He stated
that the economy in fuel over single cylinder engines
was found to vary from 13 to 21 per cent., and that
the average of a large number of tests extending
over considerable length of time, showed a saving
of ISi per cent. Another important advantage was
that it was not necessary to force the boiler, it being
therefore possible to secure better combustion. It
was necessary that the locomotive be designed par-
ticularly for the work in hand, in order to secure the
best results. In the writer's opinion, the compound
locomotive had come to stay.
conform, and if
On the division of the Chicago & Northwestern
road that runs through the iron ore regions 1,300
ore cars are in service fitted with M. C. B. hook
These cars never leave that division and
.,. , , I their records are accurate and complete. The cars
-.'?, ™'LTl^;irJL?.""f! ! weigh from 22,000 to 24,000 lbs. each and carry 4.5,000
lbs. They are in a heavy, rough service. The coup-
ler breakages on these 1,300 cars since January 1,
1890, number just 12.
A certain road has of late been having consider-
able trouble with hot pins on some of its best loco-
motives. The trouble arises from improper lubri-
cation, the oil cups being continually lost off. The
experience has been so ar.noying that the road has
about decided to dispense with detachable oil cups
and hereafter to forge the cups on the rod.
[jle together properly.
The Chicago, Burlington & Quincy road is about
to put in another electric transfer table, its first one
having proved remarkably convenient and economi-
cal. The new table will be built by the Bay City
Industrial Works, and its structure and gearing will
differ quite materially from those of the first one.
The same road is now turning out three more ol
its class "I'' suburban locomotives. These enginei
have given most excellent satisfaction, and theii
design has been found admirably suited to the want:
I'apid and heavy suburbar. traffic.
One of the notable heavy moguls, class "H," on
this road is now in the shops undergoing re-
pairs. This engine ran 130,000 miles without
once being taken off her wheels, and the mechani-
cal officers of the road are justly proud of the
design and workmanship which produces such a
record. This mileage was made between Gales-
burg and Ottumwa, on a piece of track full of
grades and curves, in heavy and fast passenger ser-
vice. The mechanical officers of the road are usu-
ally satisfied if their engines run 7o,000 miles under
such work before being obliged to be run in for re-
pairs. The repairs of the class "H" engine of which
we speak are costing only about $1,400.
At the Chicago & Northwestern shops at Chicago,
30 flat cars are being made into charcoal cars by the
addition of a well designed box. Three doors are
cut on each side of the car, the doors being hinged on
their upper edge and opening outward. In the root
are two trap doors located in the center line of the
roof; when these doors are down the running board
is continuous. This arrangement of doors has been
found admirably adapted to the requirements of the
charcoal trade.
Another road which makes its own paints is the
Chicago, Burlington & Quincy. It buys most all of
its dry colors and mixes them at Aurora, where
there is a large paint storage storehouse and grind-
ing mills. Prom that point colors in oil are shipped in
cars to the various points along the road. All colors
which ^re standard are matched at Aurora. The
paints which are received dry and mixed are:
white leads, orange and lemon chromes, red and
green signal colors, and minerals for freight cars,
tc. Bridge paints are ordered ready mixed when
e eded. Blacks are usually bought mixed ready tor
At a recent meeting of the Engineers Club, of St,
Louis, Prof. Arthur T. Woods, of Champaign, III.
The repair yards of the Chicago, Burlington &
Quincy Railroad at Aurora, 111., present a very busy
scene just now. The men are actively engaged upon
the equipment of 6,666 cars as rapidly as they come
into the yards for repairs. Westinghouse air-brakes
and .lanney couplers are being put upon all these
cars. The oars are at the same lime being given a
very extensive and thorough overhauling. Every
draw timber comes down and a draft rigging de-
vised at these shops is being applied in every case.
This draft rigging has proven very useful in service,
and in the laboratory tests it h is held under a pull
even when the timbers broke. About seven or eight
cars are being turned out per day fully equipped as
above indicated. The plan was to equip about 12 a
day, but it has been found impossible to do so, on ac-
it mainly of the lack of material. All the brake
apparatus is carefully tested before being applied.
The yards are piped throughout with pipes for com-
pressed air, and at var'ous points hose connections
are provided. The various fittings are tested as
suits their individual requirements. At the time of
our visit we noticed a large number of the small
malleable iron elbows undergoing test. They are
screwed on to the air pipe and plugged up and the
air is then turned on. Soapsuds are siwnged over
the elbow, and it there is a pin-hole or any defect in
the threads, these are immediately indicated by the
formation of bubbles. A very large percentage of
the fittings so tested are found defective. .\11 the
long pipes are stood on end and carefully rapped in
order than any scale or foreign particles may be dis-
lodged. They are carefully blown out afterward.
All the triples are also tested. It having been dis-
covered some time ago upon the receipt of several
new vertical plane couplers that they did not con-
form to the master car builders' lines, the company
has now erected in the repair yards a buffer carrying
a standard coupler known to be of the right lines.
Samples from each lot of couplers coming in are
placed on a little truck and tried with this template,
Any one interested in the sick benefit, funeral aid,
and death beneficiary associations of the United
States can help make the statistics of such organi-
zations for the forthcoming census more complete
and disseminate the knowledge of the good work
they are doing by sending the names of such so-
cieties as they may know of, and the addresses of
their principal officers, to Mr. Charles A. .lenney,
special agent of the eleventh census, W William
street. New 'i'ork City.
■ Fully SO per cent, of the passenger cars of the
Chicago & Northwestern Railway are now equipped
with the Westinghouse quick-acting brake and the
rest are being rapidly so equipped. Not only is
the quick-acting triple on these cars, but the brake
gear is all carefully adjusted to the weight of each
individual car. The leverages are fixed unchange-
ably to exert a braking effect upon ilO per cent, of
the weight of the car. Mr. Schroyer's well known
piston travel recorder is on these cars and affords in-
spectors a close check on the adjustment of the brake
gear as a whole. For taking up slack a turnbuckle
carrying two brass nuts is used, which permits of a
rapid adjustment where, were an ordinary iron turn-
buckle used, rusted tfereads would prevent it.
The wide range of uses to which the .\d»ms &
Westlake " Acme " lamp can bo applied was indi-
cated by the cut of that brilliant and [xipOlar dis-
penser of light to the traveling public in the llAii.-
w.\Y M.vSTER Mecha.nic of last month. By
simply reversing the lamp as the printer did in
the advertisment, and placing it on a suitable stand
it becomes a highly ornamental and extremely re-
chcTcht pair of ash holders. In an emergency these
can be used as cuspidors, but of this use, one would
be obliged to say with Othello, " 'Tis true, ti spity
and pity 'tis 'tis true."
THE RAILWAY MASTER MECHANIC.
June, 1890.
HEAVY CONSOLIDATION LOCOMOTIVE RHODE ISLAND
LOCOMOTIVE WORKS.
The Rhode Island Locomotive Works have within
the last year built some very heavy consolidation en-
gines for various railways, and these have given
very good satisfaction in service. The class of en-
gine to which we refer has all been built from the
same general design, which we show in our illustra-
tions. Our supplement sheet gives the side eleva-
tion of this engine, and in the drawings on this
and the following page will be found sec-
tions which will assist in showing the gen-
eral construction. This engine is of the con-
solidation type, and has cylinders 20 in. in diameter
and 24 in. stroke. The driving wheels are 50 in. in
diameter, and the weight upon them is nearly 110,-
000 lbs. The boiler is of the wagon top type and is
62 in. in diameter at the smoke- box end. The entire
shell is built of steel !I-1B in. thick, with the excep-
lof the throat sheet, which is i in. thicker, in
uncommon practice of carrying the crown sheets of
a boiler fitted with radial stays a little higher than
is desirable, so that a large number of tubes may be
put in the boiler, has not been followed in this case,
but the crown sheet has been kept low enough to
provide a good steam space in the boiler, something
which is more desirable in some cases than a few
more tubes. Generally speaking, a boiler tilted
with radial slays will not have the same number of
tubes as one in which the crown sheet is flat, unless
the latter is carried to an objectionable height. It
is very sure, however, that the loss of heating sur-
face in the tubes is not so great an objection as a
small steam space which would be the result of
carrying the crown sheets higher than usual.
The engine frame is in three pieces, one large
forging extending from the cab bracket to the cylin-
der. Between the front pedestal and the cylinder a
joint is made for the top and lower rails of the frame,
so that either of these two can be removed from the
HEA-\-Y CONSOLIDATION LOCOMOTIVE,
order to allow for the effects of flanging. The fire-
box is placed between the frames and above the rear
axle, the fire-box ring being inclined from that axle
forward, and horizontal from that point to the back
of the boiler. The crown is supported by radial stays
I in. in diameter. The water spaces at the sides of
the box have been very carefully designed, and have
been made tti widen considerably toward the top, so
that the circulation will be good. The by no means
RHODE ISLAND LOCOMOTIVE WORKS,
main forging. The fire-box being in between the
frames the whole equalizing arrangement is placed
above the latter, thus making it a little more simple
than is generally the case upon consolidation locomo-
tives. The second, third and fourth pairs of drivers
are all equalized together in one system, and the
first pair and the trucks are equalized together in
the second system. The piston guides, crosshead
rods, etc., are very well proportioned. The steam
chest valve is balanced, but we notice that the bal-
ance plate above the valve is a part of the steam
chest cover casting. This is generally found less
satisfactory than when the plate is made separate
and bolted lo the cover. It is, however, fair to say
that unless this latter form of plate is very carefully
fastened to the cover, it will not be satisfactory.
The arrangement of the various fixtures in the cab is
very complete, and convenient to the enginemen. It
will be seen that all of the valves are located in one
steam cock or stand, which is bolted on top of the
boiler, and receives its supply of steam through a
small dry pipe which extends up into the dome. The
throttle lever is also fulcrumed upon this stand and
the throttle rod extends forward above it and
through the cab along the top of the boiler to the
dome, where it passes through a stuffing box into
the boiler. The position of the lubricator is much
tetter than usual. It is not put as close to the front of
the cab as possible, a position in which it is fre-
quently seen, even where the cab is as large as this
one, and the boiler extends through it. From the
specifications which have been kindly furnished us
by the builders we abstract the following dimensions
and particulars in regard to the engine:
S«„gwh«w.;v.::;:::.:;-..::;:;;::::::;
SSI :.£SlSo°/ ''■;S'n°e''und-tinde,.V.-.
'■'""'4'ft''8^f''
16 no!"
4,7tV"m
WeKrht on drivers (working order)
Weight on trucks " "
^i:J1^^.^";KS"''^°^.°""^';;.
IS?!!*:^'^':"^::;::":::::::::::;;:;::.:;:
BOILER.
Style Of boiler
gJiSlrof-sb^i;.;----;-::.-:."
'4S
ft coal
?SK^^''."'."'!":;:::-.v;::-:::.;;:;;.::.-
1 1 arooal iron
Diameter of tubes
in 0 D
inrc-box...... .'
liw , in X Si^ in
SS|"JS?Sktubes-:-;"::;:::;:;::
HeatlDi? surface, flre-box
l.n_.ul,.l,tay.
Pistan rings
G uides.'TLitird) ." .' .' .' '. ." .' .' .' .' .' .' .' ' ." ' .' .' ,' .
0 1 t 11-011 spring ring
twi ted iron
Driving wheels, (eight)
DrlMng tires 1st and 4th pairs
Driving tires, 2Dd and 3rd pairs
Drivingaxles
Driving axle journals
Connecting rods
Crank pins
Style two wheeled swing i
Wheels, (Paige steel tiredi
lOin diameter
haium n-d iron
steel
Win
Prof. .1. B. Johnson, of Washington University at
St. Louis, has made a study of the results of the
tests of metal brake beams which were conducted by
the Master Car Builder's committee at Altoona, in
June, 1889, and in two letters addressed to the Na-
tional Hollow Brake Beam Company he gives his
conclusions, together with some remarks on the
qualities which should be found in a good beam.
We give the following abstract of them:
"There are three important qualities required in
a brake beam; they are: strength, stiffness and elas-
tic resilience, or springiness, that quality by which
they may be able to resist shocks or blows, or sud-
den jars. This latter quality of resilience is apt to
be opposed to that of stiffness, but it is very desirable
to have both qualities represented in the same beam
to a high degree. I find this to be true in your beams.
Subplement to the RAILWAY MASTER l\/IEGHAI\IIG, June, 1890.
v
I I
T-^=T
o o o o\ <
O O O O \ !
TT
i^ICT
f^~^^-'rU
HEAVY CONSOLIDATION LOCOMOTIVE
RHODE ISLAND LOCOMOTIVE WORKS.
THK RAIL^A^AY MASTER MECHANIC.
95
STIFFNES.S AND ELASTIC
Name of Beam.
Weight.
Load of 15.0110 lbs.
DeBectlon.i Set.
Ultimate
Strength.
p^'rTCn.
per lb. of Iron.
Elastic resil-
ience in in.-lb.
per Ib.of iron.
National. ;;;;;;;;;;;;;;;;;;;; "JS;;
9S-5 ••
?2 5 ■•
Is::
MO ••
76- •;
78- ••
79-5 •■
«9- •'
79- ••
72- ••
«8- ■•
'':h'5
■08
z
11
•105
MS
■09
•06
■Ml,
:if
•IM
z
;oi
■016
■01
■00
•015
:l!l
■00
:|
35,500
IS
selaou
27,500
27,000
33.000
38,700
31,600
1:^0
549
634
^■3
1
21 3
^^ ]
21-3
3r5 J
26^0-
Wt 1
in
111 J
30-0
No.5
Penna. K. (Westinghuuse tj-pejNo. i
...No.5
1
5S!
417
211
P C. 4 St L . .No. 1
mean = 46:)
422
421
498
' ::' ""■■■■■■■■■■■■■■■■£ I
18-9
Central No. 1
mean =449
466
291
425
494
:i ==£M
13.3
lu fact they excel all others tested. In all three re-
quirements. I have tabulated the results of my an-
alysis on the accompanying sheet. Since the beams
were of varying weight, the results could only be
compared by dividing all the results by their corres-
ponding weights and so obtaining the results per
pound of metal in the beam. This is a fair basis of
comparison, since all these results vary directly with
the weight.
"To be sure, when reduced to a weight of metal of
one pound, the results do not represent any physical
fact as shown in the tests, for we could not have a
beam weighing one pound, but they are the true ex-
pressions of the relative strength, stiffness and re-
silience of the beams. Thus if a beam weighing 100
lbs. has an ultimate strength of 53,400 lbs., we may
say its strength is 534 lbs. for every pound of iron in
it; and if another beam weighing SO lbs. has a
strength of 37,300 lbs., we may say its strength is
46« lbs. for every pound of iron in it. We thus ob-
tain figures which are comparable, and in no other
way can these results be directly compared.
"Similarly with the stiffness; the greater the de-
flection the less the stiffness, or we may say that the
stiffness varies inversely with the deflection; also
the stiffness increases directly with the weight. To
obtain an accurate basis of comparing the stiffness
of the beams tested I have computed the load re-
quired to deflect each beam O-ol in. per pound of
weightof beam. That is, find the load required to
deflect the real beam O'Ol in. and divide this by the
weight of the beam, the same as was done for
strength.
"The elastic resilience ofjthe beam is the measure
of the shock or blow it can absorb without being per-
manently distorted. It is found in inch-pounds per
IMund of weight of beam by taking those tests which
just come up to the elastic limit, multiplying one-
half the load at this ix)int by the deflection and
dividing this by the weight of the beam. It may not
be clear how this is a true measure of the elastic re-
silience or " shock power "' of the beam, but
it is in fact the measure of the work,
or energy, spent in the beam, per [wund of
metal in it, to deflect it up to its elastic limit. Al-
though this property may seem somewhat abstruse
in this form, still it is exceedingly important to all
forms of mechanism about freight or passenger cars,
where such shocks or blows are very common.
■'Some resilience or spring in the beam is necessary
to protect it from harm when sudden shocks or blows
come upon it. It must have strength to withstand
the dead pull of the brake rods, b*>t strength alone
will not resist shock. We must combine strength
with deflection or distortion under load, in order to
get resilience or resistance to shocks. In order that
the beam may remain uninjured also, this distortion
or deflection must be within its elastic limit; that is
to say, it must not take a permanent set. It is well
known that wood will take a permanent set under a
very small load if it is long continued or frequently
imposed. .-Mthough such a beam has great resilient
action under a single or under a tew shocks, this re-
silience is not elastic resilience, for it is not within
the elastic limits of the material. It is only the elas-
tic resilience, therefore, which is valuable in a brake
beam.
"It may be shown that a trussed beam gives not
only a greater strength, but also a greater stiffness
and a greater elastic resilience than any other form
of solid beam, or plate girder. This is but a matter
of mathematical analysis, provided all are of the
same material and of the same weight. Of different
kinds of trussed beams, all of the same span and
depth of truss, or length of middle strut piece, that
form will have the greatest strength and elastic re-
silience, tor a given weight, which allows of the
highest stress in the parts, before taking a perma-
nent set. In any properly proportioned beam of this
character, the back strut will give way first by
buckling up under a compressive stress, and thus
take a permanent set and require a readjustment of
the brake rods.
"It is an experimental fact.al so sustained by theory,
that a hollow cylindrical form gives greater strength
in compression than any other, and allows of a higher
stress before coming to its elastic limit. This ex-
plains why the hollow compression member of the
National beam gives both a higher strength and also
a higher elastic resilience than the solid forms. That
this conclusion is borne out by experiment is abund-
antly shown by the Alt90na tests, where the elastic
resilience of the National beam, in inch-pounds per
pound of metal in the beam is 30, while that of the
Penns.vlvania Railroad beam wiis but lil, for the
lEAVY CONSOLIDATION LOCOMOTIVE.-RHODE ISLAND LOCOMOTIV
96
THE RAILWAY MASTER MECHANIC.
Westinghouse 19, tor the Central 13 and foi' the
Marden but 7-5.
"The stiffness is necessary to prevent an excessive
movement of the air piston or main brake rod, but it
should be attained without any sacrifice of resilience.
As may be seen by the appended tabulation, the
National beam does combine both of these qualities
in an eminent and superior degree. Thus the
National beam is 15 per cent, stronger, 21 per cent,
stiffer and 30 per cent, more resilient than the
Pennsylvania Railroad beam per pound of metal: lU
per cent, stronger, 7 per ce;it. stiffer and 37 per cent,
more resilient than the Westinghouse beam per
povujd of metal; and 28 per cent, stronger, 116 per
cent, stiffer and -56 per cent, more resilient than the
the Central beam per pound of metal. The above
percentages are taken directly from the average re-
sults in the accompanying table. The P., C. & St.
L. beam did not have any elastic limit determiaed,
but the National beam was 26 per cent, stronger and
26 per cent, stiffer per pound of metal than the one
specimen of this form which was tested. All theae
are obtained on the same basis, namely: of an equal
weight of metal in the beam. The original tests
themselves furnish a basis of comparing the beams
as actually constructed and tested. I attribute the in-
creased values found for the National beam to the ob-
servance of true scientific principles in its construc-
tion,especially in the character of the end ioint,and in
the use of a hollow compression member. I do not see
how it is possible to get better results out of a given
weight of metal."'
OfBcers' Car— M. L. S. & W. By.
Our illustration shows an officers' car recently
built by the Milwaukee, Lake Shore & Western Ry..
of which Mr. Jno. Hickey is master mechanic. The
car is -58 feet long and 9 feet 8 inches wide over body.
The framing is of special design. The sides of the
car under the sheathing have a wood lining with
grain running lengthwise of car. The end sills are
stiffened with 3-8x6i inches iron plate, which is
firmly fastened between the end sill and the sub end
sill, into which the center and intermediate sills are
tenoned. The sill framing is supported laterally by
i in. rods and girts, which are placed not more than
two feet from centers throughout the whole
length of the ear. The car has two observation
rooms, state room, and sections as shown, with a fold-
ing bed, desk, and map case, in the large observation
room. The car has a sleeping capacity for eleven
persons, not including the porters, and is very con-
venient throughout all its details.
Decorative Designs for Car Interiors.
Some recent decorative work designed for the in-
teriors of cars at the Chicago shops of the Chicago &
Northwestern is very tasieful. We are enabled
through the courtesy of Mr. C. A. Schroyer, super-
intendent of the car department of that road, to pre-
sent drawings of a portion of this work. In our en-
graving No. 1 is a corner of a center panel; No. 2 an
end of a center panel; No. 3 a corner of a lamp
panel: No. 4 the half of a center panel,' No. 5 a por-
tion of a panel of the lower deck; No. 6 an end of a
narrow panel; and No. 7 a break in a ribbon design
in a raised root. The colors used are mainly gold,
silver and black, (the latter only slightly used), and
while they are as quiet in their tints as are the flow-
ing lines in design, the effect of the finished
work is thoroughly artistic. In both design and
color there is everywhere visible a tone of quiet ele-
gance and a close adhesion to the true principles of
decorative art. The care adorned with the decora-
tions that we recently saw at these shops — of which
our drawings present a fair sample— will prove a
standing rebuke to the garish effects sought by some
recent designers.
—Within a short time we have heard several motive
power and car officials speak very enthusiasticaUy of the
working of the Ross-Meehan brake shoe. It not only great-
ly lengthens the service of tires between turnings, but also
lessens the liability to accident on account of double flanges,
fl
\|-T
0'<
THE ASANIAS CLDB.
BegnUr May Meeting U. S. Hotel, Boston, Mass.
At one session of the May meeting, (which meeting
lasted a month) of the Ananias Club, the following
paper was read by Professor R — ch — e.
The new pocket hammers (locally known as "silencers")
icently distributed by the management of an eastern road
to its passenger trainmen, have a compact solid silver head
m aluminum handle. The total weight is small, and
they can be carried in a side pocket. Being made of pure
Is they can easily be kept bright even when frequent-
ly used. It is well known that for a passenger killed in an
accident the highest amount of damage which a railway
)e compelled to pay is $.5,000, but for iniuries not fatal
: is no limit to the amount which a jury may award
the court adjudge. As much as *30,000 has been
awarded for a mashed thumb. By deftly usmg these
hammers on injured passengers, the possibility of their
surviving to collect big damages is avoided, and they are
all brought within the $5,000 class. In the excitement
which necessarily attends a collision or a bad derailment,
a trainman of experience can, by a few well directed blows,
save his company a great many thousands of dollars.
Originally the duty of thus reducing the ml damnum in
personal injury suits devolved upon the j'outh who sells
pea nuts and light literature on passenger trains, who for
that reason soon began to be called the "train butcher."
Sometimes however, iu case of extensive accidents the
"butcher" had more work than he could perform, and the
improved modem practice is to provide one man to each car
tc perform this disagreeable but highly profitable work.
In the discussion of the foregoing paper which
followed a well known official of the O. C. Railroad
insisted that a small model of a Safford draw-bar
would knock any silver mounted hammer galley
west in efficiency in "removing'" injured passengers.
He said, too, that it would last twice as long as any
hammer, and that the trainmen would like it better.
A visiting member, Mr. A — g— s S— no — r, then
recited the following lines:
When the shades of night have gathered
Underneath the starry spheres.
And I've ordered from the buffet
Some cigars and several beers,
'Tis then I lightly scramble
To an "upper" Pullman bed.
And Usten to the patter
Of the cinders overhead.
Every tinkle on that tin roof —
Rouses memories in my brain,
Till a swarm of recollections
Bring the past to life again —
Yes, a thousand recollections
Mix and weave into a woof,
As I list 'twixt sleep and waking
To the clatter on the roof.
Now in fancy come the fellows,
(Some were modest — some had gall '.)
Who could fix our locomotives
So that not a spark would fall.
Oh: I see their eager faces,
Hear them Nature's laws repeat,
As the cinders pelt the car root,
" " "J storm of sleet.
Likes
vild
There was Bro
That he'd " got it," loud he swore.
As he laid his smoke consumer
In a model on the floor.
It was tried upon an engine —
Brown in cash and hope went broke,
Paying fines for violating
Kobinson disclaimed al
"science"
What was "practical
was his "lay."
With his nettings and deHectors
Not a spark could get away.
But when pulling up
he ridge,
Sparks like meteors stp
;amed and burni
Two new trestles and
a bridge.
Never threw out sparks because
He consumed them in tbe fire-box.
Heeding all conibusti
on"s laws
Poured in when the 1
elds were dry.
And three brakemen lo
t their eyesight
Hit by cinders in the
eye.
inventions
This smoke nuisance
0 destroy,
And thus f,'u.' i h-' r.nlr
Clean slni- . .".,r. „
1 ivat joy!
Faded p'l , ,■., ; .
While the >lii II,,,,' -i,,i'
i ,,i riuders
n,„r swept.
THE RAILWAY MASTER MECHANIC,
07
A LOCAL MASTER MECHANICS' ASSOCIATION-
How the Mechanical Officials of a Large Railway System
May Systematically Work Together.
Most of our ivadei's an- awart.- nf the fact thai
there bas been in successful ojjoration for some years
on the Chicago, Burling'ton vS: Quincy Railroad an
orffanization known as its "Master Mechanics' Asso-
ciation;" and also of the fact that the work of this
association has been of notably great value and aid
to the successful administration of the mechanical
department of this road. There is no reason why
similar associations should not be founded and suc-
cessfully conducted upon other roads where the sys-
tem is so extensive that co-operation among various
members of the mechanical staff becomes difficult of
attainment.
In order that the plan and operation of this asso-
ciation may be fully understood, we have prepared
the following account of its organization and work-
ings. The details of the scheme of organization and
the forms which we give are, in the main, identical
with those employed on the Chicago, Burlington &
All Division Master MeL-ljiinii.-s.
The ( leoeral Storekeeper.
Lumber Purchaser from Pun-hasing Depa
Kntjineer of Testa.
Clieinist, (fron laboratory.]
And any olliera thought necessary from ea
In order thj
of the association never becouio mixed up the superinten-
dent of motive power should always be the chairman. It will
be his duty to secure from members of the association as
early after each meeting as prauticablo such subjects as
they may want discussed at the next meeting, to have
them properly tabulated, numbered and sent out to each
member between each regular meeting, ao that nil may
come prepared to take part. Each member should be
asked to name two or three subjects so that if two or more
should name the same subject tbere will be enough addi-
tional to make up a suitable list. He will preside at all
meetings, appoint all committees and perform such other
duties as individual cases may require. [Complete instruc-
tions regarding the duties of a L-bairmau will be found in
"Robert's Kules of Order," section Mi and r)O.J
The secretary should be the secretary of the superinten-
dent of niotive power, and should be permanent. All bus-
iness will then arise at and eventually return to one place,
which is the headquarters of the association. It will be the
secretary's duties to keep the minutes of the association
and to provide each n3ember with a copy of them; to re-
ceive and keep (in aspecial tilefor the purpose] all reports
' such other papers as may pertain to the
tiou, adding to the interest of the meetings, and deciding
from a parliamentary standpoint all disputed points in de
bate f pages S. 9 and 10.]
A short recess should be arranged for by the chairman
at both morning and afternoon sessions to give membei'S
an opportunity to examine specimens of material of any
kind, and blue prints or drawings under discussion, and to
exchange ideas in a general way on some subject to be
discussed before it comes formally before the association,
and for a few words of social converse.
! feet i
uld be placed
of the minutes
Subjcfttt, Sclallon anil Nanilterlnu.
From 12 to 1.") subjects can usually be discussed during
the two days' session. They should be called for und s«
lected by the chairman as explained nnder duties of chaii
man. They should be numbered by hundreds, thus: First
meeting, 15 subjects, should be numbered from lUl toll
both inclusive: second meeting, 'JOl 10 215, both inclusive
third meeting, 3UI, and thus through all subsequent meet-
ings. This will avoid confusion wuich might result from
referring to subject No. I of the tirst meeting or subject
No. 1 of the second meeting; or if the numbers ran con-
secutively from 1 to 100 or more, the number itself would
give no information as to which meeting it was taken up
at, while if the hundred ligure is used for each meeting, it
indicates at which meeting the subject was tirst intro-
duced, and can be referred to readily, thus: Subject 312
would be the 12th of the third meeting; 40S would be the
Slh subject of the fourth meeting, etc. Where a subject
has been referred to a committee who report at a subse-
quent meeting it should appear in the minutes of the sub-
sequent meeting bearing both numbers, thus: Subject 210
is reported on by the committee in meeting No. 5—
the subject in the minutes would go out, " Subject
210
subject ^
meeting No. 6
uld go(
"Sub-
s, or general
DECORATIVE DESIGNS FOR CAR INTERIORS.-C. & N. W. R. K.
CJuincy Railroad; although it is, of course, not essen-
tial that they be absolutely followed. In the prepara-
tion of this description of the operation of this asso-
ciation and the forms used, we have been very great-
ly aided by Mr. F. S. Woods, formerly chief clerk
of the motive power department of the Burlington
road, and now with the Hutchins Car Roof Co. He
was active in the organization of the association, and
he was its secretary while connected with the road.
Before giving the forms used we present the follow-
ing notcs<lescribing the organization of such an asso-
ciation, which arc drawn up in the shape of sugges-
tions to those who desire to create such an a.ssocia-
tion on their road.
SCHEME OF ORGANIZATION-.
Mcmbera should consist of
Superintendent of Motive Power, [who is |>ermanent
Secretary of Motive Power Department, [who is perman-
ent secretary.]
Mechanical Engineer.
Chief Clerk Motive Powf
business of the association, keeping them entirely separate
from the regular motive power correspondence. The .sec-
retary's copy of the minutes of the meetings should all be
kept in one book and an index prepared so that reference
can be made readily at any time to any subject and informa-
tion obtained as to how it stands, i. e., whether it has been
disposed of temporarily or permanently, or whether it is in
the hands of the committee, or any other disposition.
Time and Place of Mcetimj.
-*The meetings should be held regularly every 90 days and
enough subjects provided for two days' discussion. At the
close of the first meeting it can be decidod by vote of the
association the time and place the next meeting is to be
held, and so on for all meetings thereafter. If convenient
quarters can be secured it would be well to change the
place of meeting each time, which affords a change for the
members and an opportunity to visitthedifferent shops and
to observe the differences in workmen and methods, thi
iwssibly suggesting subjects for the next meeting.
Rules of Order.
1st. Call to order by chairman.
2d. Roll call by secretary.
3rd. Reading of minutes of previous meeting.
r»th. New business.
"Robert's Rules of Order" will be found a most excel
lent guide for conducting the deliberations of the a.ssocia
ject ". At first sight this method of numbering may
seem superfluous, but when the actual business begins and
three or four meetings ai-e held, it will be found to be indis-
pensable.
Coiiimittecs.
When committees are to be appointed the person who
names the subject should be the chairman.
If the subject pertains to physical tests of any ' ■ ' "'
engineer of tests should I
If chemical analyses ai
member.
If comparative figures or tabulated
sired the chief clerk of the
keeper, may be needed as mem
If changes in drawings are proposed the mechanical en-
gineer should be a member.
If changes in locomotive or car construction are wanted,
three master mechanics may be desirable and the mechani-
cal engineer or other members should be instructed to as-
sist them by furnishing such sketches, drawings, figures,
or other data as may be needed to assist the committee in
their work.
Work given some committees may require longer than 9U
days; in which case they can report progress at the next
meeting, and ask for an extension of time, which should be
granted by motion that the report of progress be accepted
and extension of time allowed.
The nature of the case will usually suggest to the chair-
lan of the association how many the committee should be
omposed of and who they should be.
Ci>i)ies of Minutes and how Approved.
As soon as possible after each meeting the secretary
should write, or have written, a copy of the minutes by
electric pen, cyclostyle, hektograph or some other duplicat-
ing process and send a copy to each member of the asso-
ciation. If proprietary lines conform to the standards of
the main stem and are governed by a general superintend-
ent or treneral manager, to whom master mechanics report,
an extra copy should be sent all such master mechanics,
who will forward lo their superior such extra copy stating bv
letter of tnirr^T'i-T';!! hri^M', just what recommendations
aromadi>l>,\ Mh i^^ „ m' ,,,., mid ask his approval. The
superioroOi i ungthe matter over, advise
his master ( , > ..inmendations he approves
ing how
11. This
advises
change in standards is made the chairman immei
vises the mechanical ergineer to change his dn
cordingly, showing the change or changes and
enough blue prints to supply all i
ings I if mounted on boards] across the face stencilled in
paint the words "Oaocclcd date;" if drawings
are not mounted they may be returned lo the mechanical
engineer for cancelation or destruction.
METH<»DS AND FORMS USED IN COKRESPONDPiNCE.
Assuming that the foregoing has acquainted our
readers with the general scheme of the organiza-
tion, we will proceed with some details as to the
methods and form of correspondence to bo used in
its conduct. We will suppose that a similar associa-
tion is to be organized. The meeting should bo
called by the superintendent of motive power, and a
THE RAIL^VAY MASTER MECHANIC.
M^
iJ4^j^i4i44iil I -^ ^
i-Qij--
THRbK C\LINDER COMPOUND LOCO MOTH E -
letter addressed to all persons •who are to become
members of the association. Something like the
following would be sufficient;
It is the desire of the management of our company that
an association of the master mechanics and others inter-
ested i'l the care of equipment, machinery and tools, sup-
plies, etc., connected with the operation of the mechanical
department be organized, and that regular meetings be
held from time to time for the discussion of such changes
and improvements as may be considered advisable.
The tiist meeting will be held at on the
.... day of Please arrange to be present.
The meeting will be called to order at . . . o'clock.
In order that these meetings may be profitable to aliit
will be necessary that we know in advance just what sub
jects are to be discussed. Will you therefore please send
me by return mail a list of three (:J| subjects which you
would like to have considered. A complete list will be fur-
nished you later so that you may come prepared to make
the meeting not only interesting but useful.
Signed Supt. M. P-
We will assume that the first meeting called as
per foregoing letter has been held. The next step
will be the sending of the following letter by the
chairman of the meeting to the master mechanics
of the proprietary lines:
John Doe, Esq.,
M. M
Deak Sik— Kiii-loseii herewith I hand you a copy of the
minutes of our Master Mechanics' Association 'meeting
No. 1, for your personal file, and an extra copy for your
general manager, which please forward to him with a let-
ter of transmittal, staling briefly the recommendations of
the associaiion, and requesting his a)>proval of such of them
Subject No. 101 ... . docs your manager approve
Sub - ■•••--
'^L-
Will j'OU please send nie three subjects for discussion at
our next meeting'
Signed
Chairman.
When responses to the toregoinff inquiries have
been returned, the superintendent of motive power
then sends a letter after the following form to the
vice president of the road:
And a copy of t
Vice President, Chicago.
Deak Sik— Enclosed herewith pic
minutes of the first meeting of our Master Mecbani
sociation. The recommendations of the association have
been submitted to the managers of the proprietary lines
and have been anproved by a majority, as follows:
Subji
Etc.
HIT)
NORTHERN RAILWAY OP PRANCL
le instructions to change
Signed
Supt. M. P.
If the approval of the vice president comes baclr,
the superintendent of motive power then sends the
following instructions to the mechanical engineer of
the road:
Mecli. Engineer, Aurora:
R— The following subjects of our master mech
Ling No. I have met the approval of the mana
! proprietary lines, and our vice president, am
Subject, No. 1(11
Please change all drawings to correspond with the
recommendations and seud me blueprints
which I will furnish to the different members.
Sunt. M. P.
After the blue prints have been sent to the super-
intendent of motive power by the mechanical en-
gineer, then he sends the. following letter to the
division master mechanics, informing them of
the approval of the new standards by the vice presi-
dent, and announcing that blue print details of the
same go by same mail:
John Doe. Esq.,
ter mechanics' meeting No. :
equipment and repairs of old.
Subject No. 101
We send you by I
print drawings Ni
drawings "ci
and i-etum to
be standax'd for all
Please mark your old
me for destruction.
This action thus systematically disposes of the
standards adopted at the first meeting. Then in due
course of time the superintendent of motive power
sends out, as chai rman of the association, the follow-
ing notitication of the second meeting, said notifica-
tion including the topics which had been selected
for discussion at that meeting. [The topics we give,
be it understood, are typical or imaginary.]
3, to be held at Burlington, May 12th and VSlh. Pleas
come prepared to express yourself fully on them.
Signed
Chairman.
Subject No. 203— Crown bars. What is the 1
of securing '.
Subject No.
drilled; If yes
a hole:
Subject No 3W— Paint. What is the most serviceable
color for coaches ;
Subject No. 30.5— Ladders for box cars. Should there
be four or five rounds; Trainmen complain that with four
the reach from top round to round on roof is too great for
short men. Should they be located on sides or ends of
Subject No. 206— Center plates. A change from cast iron
to pressed steel is recommended.
Subject No. 307— Oils. What are the best adapted for
lubricating shafting and loose pulleys, cutting bolts, tap-
ping nuts, drilling, etc.
Subject No. 20S— Oils for locomotives. What allowance
should be made engineers per 100 miles, and should such
allowance include or exclude illuminating oil;
Subject No. 20^- Nozzles, Are double or single ex-
haust best, and what should be the size of the opening;
Subject No. 210— Water tanks, drinking, larger, for
through passenger cars.
Subject No. 311— Brakes for locomotive drivers. It is
claimed a driver brake of a different system and indepen-
dent of the train brake should be used, thus giving an
emergency brake in case of failure of the train brake.
As heretofore intimated under the head of " Sub-
jects, Selection and Numbering ^^ this association's
work would quickly become comparatively valueless
if the records were not carefully and systematically
kept. It is essential that the book of minutes should
be fully written up promptly, and with proper atten-
tion to systematic detail. A book of minutes by it-
self would, if not properly indexed, afford but a poor
record. A careful index is essential, and we will
proceed with a description of the method of index-
ing the minutes used upon the C. B. & Q.
Supposing the subject to be "Water Tanks, Drink-
ing, Larger for Through Passenger Cars," and
it should be the tenth subject of the second meeting.
By referring to the index, running down the alpha-
bet to " W,'' and opening the book we would find:
"Water Tanks, Drinking, Larger for Through Pas-
senger Cars, Subject 210." Then upon opening the
book at the index numbered "201," and turning over
until 210 is reached, something like the following
might appear:
THE RAIL^VAY MASTER MECHANIC.
THREE CYLINDER COMPOUND LOCOMOTIVE.-NORTHERN RAILWAY OF FRANCE.
Interior of High Pressure Cylinder.
ugh Passen-
310
"Water Tanks, Drinking, Larger for Thi
ger Cars."
Feb. 10, 1S90.— Chicago, discussed, page 37 of minutes
Refered to committee .... and .... page 39
Ma.v 11, l«Hi.— liuiliiiK'ou, committee report recommending
larger tanks and submit plan, page .V,*.
May -1, ly.KI— Aurora, sent to master mechanics for ap-
provalof manauers, page ill.
May31,lS90 — Aurora, sent to vice president for final ap-
proval, page ti«.
June 1.5, ls<K>— Aurora, made standard and blue piint
drawings sent to master mechanics, page 71.
By reference to the page of the minutes referred
to by this index each consecutive step will be found
from \ln original discussion until final adoption.
The rc|)ortof the committee, approval or disapproval
of managers, together with that of the vice presi-
dent, would all go in one wrapper in the file of pa-
pers pertaining to meeting number two. It will be
readily observed that if this method of indexing
and filing is properly followed up, any subject can
be referred to after a lapse of from five to ten years
as easily as on the day of entry, and it can be done
in five minutes at either time if the books are pro-
perly kept.
The foregoing will, we think, make clear the plan
of organization and conduct of the C. B. & Q. mas-
ter mechanics association, and reveal something of
the possibilities of such associated work upon large
railway systems.
The May Club Meetings.
The various railway clubs held their usual meet-
ings in May. but we are unable to give space to their
discussions in this issue. The Western Railway Club
had an interesting talk on "Counterbalancing "
motives," ".lournal Boxes," and the "Comparative
Flange Wear of Wheels." The Xew England Club
discussed the "Length of Rigid Wheel
missible on American Railways." The Northwest
Club discussed "Driver Brakes
From information and drawings furnished us by the
superintendent of rolling stock of the Northern
Railway of France, we have prepared the following
account of a three-cylinder compound which has
given excellent satisfaction on that road:
The peculiar feature of the design of this engine
that the engine can be run either as a compound
FlK.S.Sectlon AB
or as an ordinary locomotive. In addition to the ap-
plication of the compound principle, it possesses cer-
tain other peculiarities, the principal of which are
the high boiler pressure which has been pUiced at
200 lbs. per sq. in., and the method of steam distri-
bution from the high pressure cylinder, which will
be described further on. Sectional views of the en-
gine are shown in Figs. 1 and 2, and the details of
the distribution in the high pressure cylinder, the
exhaust, etc., are given by the smaller figures, while
the table of the principal dimensions, etc., will be
found at the end of this article.
There are three cylinders i)laeed transversely
upon the same line, all connected with the center
pair of drivers; the inside crank, which is driven by
the inside or high pressure cylinder, is located in the
plane bisecting the right angle formed by the cranks
of the two outside or low pressure cylinders. The
steam distribution in these last is accomplished on
the Walschaert system with a change in the revers-
ing screw; the valves are under a reduced pressure
and are provided with the Trick canal. The steam
chest covers, owing to their great surface and the
high pressure which they are called upon to with-
stand, when the steam from the boiler is admitted
directly into them, are made of wrought iron. The
diameter of the high pressure cylinder, which was
originally IS in., has been reduced to 1" in. (the di-
ameter of the cylinders of the high speed locomo-
tives of the same line) by the application of a cast
iron lining, leaving a free space between its outside
and the inside of the original cylinder, which can be
utilized as a steam jacket. The intermediate re-
ceiver, consisting of spaces cast on either side of the
inside cylinder and forming a i)art of it, communi-
cate with the steam chests of the low pressure cylin-
ders by pipe connections.
Experiments made with a four cylinder compound
engine on this road have shown that the excessive
compression of the steam in the high pressure cy-
linders resulted in a loss of power and a hindrance
to easy motion at a high speed. This detect has,
however, been corrected by modifying the valves
and enlarging the passages. In order to avoid this
trouble on the three cylinder engine, where it was
the more to be anticipated, inasmu'-h as it was
obliged to run with a higher pressure in the inter-
mediate receiver, a special method of steam distri-
bution with two valves (Pigs. 3 to 6) has been ustd
which, by limiting the length of the compression,
permits the avoidance of the disadvantage alluded
This distribution is not accomplished by the link
motion; the valve proper is controlled by an eccei.-
tric, and has an Invariable stroke which gives a con-
stant admission. It has two ports at the ends which
pass through it in a changing direction; their
edges, perpendicular to the center line of the cylin-
der upon the valve seat of the latter, have, uimn the
back of the valve, an inclination of 30 degrees to
Fig. 9. Section C O
THREE CYLINDER COMPOUND LOCOMOTIVE - NORTHERN RAILWAY OF FRANCE.
THE RAILW-AY MASTER MECHANIC.
June, 1890.
their original direction. The second valve or cut-
off valve, which works upon the back of the first, is
also controlled by an eccentric, and the inclination
of its edges corresponds to that of the ports of the
principal valve. As in all similar constructions, the
only function of the riding valve is to fi.\ the point of
cut-off, the principle of the distribution.in this case,
being that of the Meyer cut-off. The time of steam
admission is varied by displacinglhe valve laterally,
by the use of a system of levers controlled by a lever
moving along 51 notched quadrant beside the lire-
box. In consequence of this lateral displacement,
and because of the obliquity of the ports already al-
luded to, the cut-off valve, whose eccentric is keyed
on at ISO degrees from the crank pin, is located at
the beginning of the stroke, nearer the port which
it is to close, in proportion as it is drawn more to-
wards the right hand side of the engine, a position
corresponding to a shor' admission. The division of
the ports into two parts along its length, has for an
object the reduction, as much as possible, of the
size of the main valve and of the riding cut-off. In
order to facilitate the introduction of the steam
into the ports of the valve, hollows are cut into the
face of the valve which increase the actual section
of the passage at the end of admission, as in the
Trick canal.
The peculiarity of this method of distribution it
will be seen consists in the obliquity of the edges of
the exhaust jxjrt and of those of the exhaust cham-
ber of the valve. This obliquity permits the amount
of inside lap to be varied when the valve is moved
sidewise to vary the admission, permitting the
amount of compression to be controlled at "will.
When the valve is drawn to the left the admission
increases and the steam distribution continues up to
the point where the cut off valve no longer closes
the ports. Hut this leaves a very slight opening;
it is desirable, therefore, that the admission should
not be carried thus far in order to avoid a pronounc-
ed wire drawing of the steam and a too decided fall
in pressure at the point of cut off. If the valve is
drawn to its extreme position at the left, the steam
enters the cylinders permanently, not only by the
two admission ports, but by the exhaust port which
is also opened, so that the piston receives the pres-
sure upon both sides and does no work, while the
steam enters directly from the boiler into the out-
side cylinders after having passed through the in-
termediate receiver, and the engine then works like
an ordinary locomotive.
The diagram of distribution 'Fig. V) permits the
various phases of the work to bo examined. The
elliptical curve has been drawn in the ordinary man-
ner to show the movement of the valve. It shows the
position of the edge of the port, the ordinates indi-
cating the actual movements relatively to its original
position and the abscissas being on a scale of 1-7 of
the corresponding displacement of the piston. This
On account of this tractive power and its adhesive
weight, the locomotive may be compared with the
locomotives having eight wheels coupled on the
same road. On the other hand, from the diameter
of its driving wheels.which is 65 inches, it is adapted
to haul passenger trains at a moderate speed. In
fact it has been worked in both services.
To determine the power of the engine, a heavy
train of 628 gross tons was hauled at the average
speed of freight trains. It was able
grade of * of 1 per cent, at an even speed of 12* miles
CURVE OF DISTRIBUTION
HIGH PRESSURE CYLINDER
POUND LOCOMOTIVE.
[Actual displacement of valve 1-7 of piston motion. The diagram gives tv?o sets of lines for the
the greatest inclination are for an increased stroke.]
curve gives the extent of the points of distribution
in addition to that of admission.
The cut-off valve being at an opposite point in its
stroke to that of the piston, its motion would be
shown by a straight line were it not for the obliquity
of the connecting rods. This obliquity has been
taken into account in drawing the curves whose dis-
tance from that of the main valve, measured in the
direction of the ordinates, gives, for any position of
the piston, the distance between the position of the
cut-off valve and the edge of the valve which it
must meet to cut off the steam admission. This lat-
ter point is shown by the intersection of the two
THREE CYLINDER COM-
t-off; those with
For backing, the valve must necessarily be placed
in the transverse position, with direct steam admis-
sion to the outside cylinders, in which case the en-
gine cannot work as a compound.
The locomotive has a high cylinder power, on ac-
count of the high pressure of steam and the possi-
bility of admitting directly into the cylinders, so
that its tractive power is up to that corresponding
to the adhesion of the engine in working order,
which is 89,522 lbs. Working as a compound, and
with the latest point of cut-off in the high pressure
cylinder, which is at 02 per cent, of the stroke, it
possesses a theoretical tractive power of 20,7(K) lbs.,
and a practical power of 13,480 lbs., whose ratio to
the weight of the engine is
13,480 1
89,522 "" ()-6
per hour. The tractive power averaged 9,900 lbs.,
and the work utilized outside of the traction of the
tender was 325 horse power; while, from a calcula-
tion of the indicator diagrams, there appears to have
been 411 indicated horse power. In subsequent tests
with a train composed of 35 coal cars, a brake van
and a dynamometer car, the total weight being 548-9
gross tons, grades of 1 in 200 was climbed at a speed
of from 13J to I7| miles per hour. On a grade of 1 in
333, 29-8 miles per hour was made. On the entire
trip better time was made than had been made by
any other freight trains on the road, and it was evi-
dent that the steam production of the engine was
such that the same time could have been fnade with
a much heavier train.
Following are the prineipal dimensions of this en-
Wldth
Hdght <
ler with c
4-94 sq. ft
.■.■.■.'.".'..198
THE RAILWAY MASTER MECHANIC.
Total length of frame including 1
Diameter of truck wheels
Diameter of drivii
DlBtunoe l ■
1 truck wheels and fixim
Distance between front and center <
DistuBce between center aa I back <
Total wheel base
Truck axle journal
CYLINUEIIS.
appointed enKineer of tests i
as storekeeper same road i
storekeeper of the entire Uo
1st, ISSS, he was appointed :
he same road; July 1st, IbST,
January 1st, 1888, general
1 Pacific system. On August
ng general purchasing agent
Distance from centc
niiinieter
Stroke
Inclination to hori/ni
Length of port-,
Width of steam imrts...
Width of exhaust ports.
Outside lap of valves,...
Inside
Theoretical
maximum tractive powe
with co-efficient of 0*65. .
Weight of engine— empty
\'eight on truck axle . ,
The announcement that Mr. John Orttonis again in active
railroad service will be read with general satisfaction. Mr.
Ortton has successfully filled positions of the highest im-
portance and has shown himself to be a strongman. He is
an indefatigable worker, a student and thinlter and in the
highest and best meaning of the term a practical man. The
road which has secured his services, the Toledo, St. Louis
& Kansas City, is to be congratulated.
Mr. Henry B. Kiehle, of the firm of Riehle Brothers,
died April i't, at his residence in Philadelphia, in the -Vith
yeai- of his age. Mr. Riehle was born and educated in
Philadelphia. He was engaged in the coal business in
Washington for a few years, and afterward had a position
at Qirard college. At the beginning of the war he enlisted
with the "Anderson Cavalry," and after about 18 months'
active service was honorably discharged on account of
rheumatic difficulties, from which he never fully recovered.
In 187S he organized the firm of Riehle Bros., who suc-
ceeded A. B. Davis & Co., and Abbott & Co., which firms
were the pioneers in the scale business, and continued with
the same firm until his death. He devoted his time to per-
fecting and improving scales and the various special me-
chanisms made by the firm of Riehle Bros. He was an
energetic, active, business man, and by his genial manners
won a host of friends, both in business and society. The
firm continues business under the same name, his brother
having acquired his interest. Mr. H. B. Riehle wa
active member in several philanthropic and benevolent
associations, and also of the Lutheran Church in Philadel
phia. He leaves a widow and one son.
Mr. S. H. Harrington, mechanical engineer of the New
York, Lake Erie .& Western, has resigned to talie a position
with the Gould Manufacturing Co., Buffalo, N. Y. Prob.
ably there is no better mechanical draughtsman in the
country than Mr. Harrington, and his work and the draw
ing rooms which he has fitted up are well known to all
interested in such things.
Mr. A. E. Mitchell, who succeeds S. H. Harrington as
mechanical engineer of the New York, Lake Erie & WesU
em, has made a most excellent record as engineer of tests
of that road. He is young, bright and ambitious, and a
tireless worker, and will not fail to make his mark in the
field of railway mechanics.
It is sometimes said of certain purchasing agents that
they are merely clerks, that they have neither business ex
lierience nor acquaintance with the practical side of rail-
roading. Hut the following record of Mr. C. H. McKii''>en,
until recently purchasing agent of the Union Pacific, shows
that be, for one, has had an experience in other depart,
menls that admirably fits him for an intelligent handling
of the purchasing department:
Mr. McKibben started in the railroad busincs^ on Sep-
tember II, rtrr. in the service of the Pennsylvania railroad.
For three years he worked ar his trade as machinist in the
shops, with short details on what was called special duty in
the test department of the road. He was then in the test
department for a .vear. After this he fired an engine and
ran one for ano- her year. He was for still another year in
different capacities on the road, still in the motive power
department. In the summer of 188.i he entered the service
of the Union Pacific as inspector of rails and motive iwwcr
supplies. The 1st of January, 1886, he was appointed chief
inspector of the Union Pacific railway; July 1st, ISSii, was
)n February 15, 18.80, assistant general purchasing
as well as acting general purchasing agent, in charge
pply department of the Union Pacific system.. In
mber, ls.8'.i, he was appointed, in addition to his duties
as acting general purchasing agent, general superintend-
of the stone department, general superintendent of the
coai department, and general superintendent of the hotel
department ; and on November 1, 18si),'he was appointed
general purchasing agent of the Union Pacific system also
retaining his position a:? general superintendent of the
above named departments.
An important series of changes in the mechanical depart-
ments of three leading western roads has been made. Mr.
U. W. Cushing, superintendent of motive power of the
Union Pacific, has resigned, and Mr. Harvey Middleton, of
the Atchison, Topeka & Santa Fe, takes his place. Mr.
John Player, of the Wisconsin Central, succeeds Mr. Mid-
dleton on the Santa Fe road. Mr. Cushing's plans for the
future are not known ; and Mr. Player's successor on the
Wisconsin Central has not been announced.
We regret to learn of the death of Mr. John M. Sanborn,
master mechanic of the Lake Shore road, at Newark, O.
Mr. F. C. Robinson, formerly master mechanic of the
Atlantic & Danville, has been made master mechanic of
the Chicago & West Michigan, vice Thomas Butterworth-
resigned.
Mr. J. Kerr has been made master mechanic of the Mexi-
can National, vice W. I. McCammon. ■
Mr. William Miller has been appointed superintendent
of motive power of the Columbus, Hocking Valley & To-
ledo, vice Mr. John S. Patterson, resigned.
The death of Mr. James Nasmyth, of England, is an-
nounced. Mr. Nasmyth is widely known because of his
invention of the steam hammer, although he was a fertile
inventor in other fields.
Mr. David S. Cofrode, the well-known bridge builder,
is dead. Mr. Cofrode's position in his profession was
very high. It wiU be reinembered that he did some notable
work in repairing rapidly the wrecked biidges on the
Pennsylvania Railroad after the fioods of last year.
Mr. M. Donaldson, master mechanic of the Canada At-
lantic, has been made superintendent of transportation of
that road, retaining supervision of rolling stock and ma-
chinery.
BOOK NOTES.
The Official Railway List for IV.iii, which is now being
sent out, is in several important particulars an improve-
ment on any of the eight preceding annual issues. Besides
everythiLg which made the previous editions so valuable,
it gives all the new master car builders' standards which
were adopted last year. The general or "finding" index by
which the present location of any railway officer can be
quickly found now indicates the name of the road and the
official position as well as the page on which the full ad-
dress is given. An entirely new list, and one that will often
be referred to, is one giving the names and business address
of the traveling representatives of railway supply concerns
whose advertisements are found in the book.
The steady growth of the railway interests on the North
American continent is clearly shown by comparing each
edition of the List with the previous one. The edition
for 18110 shows that there are now 71!) railways
in operation and something over 7,.500 railway offi-
ials in this country. Last year the number was some'
what above 7,000. There are now about 3,000 more than in
188'J when the first annual edition of the List was issued.
The advertisements of railway supply concerns form a
very interesting feature of the Official Railway List. The
number of manufacturers and dealers whose names appear
in the " general index of advertisers" is iTH. The classi
fied index of advertisements covers, in the present edition,
fifteen and one-third pages, and embraces -t^O distinct head-
ings of articles which are used by railways. Th ose who
specify or purchase railway supplies can find in this index
the name of one or more manufa^-turcr of nearly ever.v
article which they have to select or buy. And among these
names are those of nearly all the leading houses in every
branch of the business. As a "guide" in the selection
and purchase of railway supplies the List has no rival.
The labor invol ved in compiling this valuable book has
steadily increased, and it is now very great. But the hearty
co-operatiim of railway men in furnishing corrected lists
of their respective roads has made the work possible, and
the general appreciation of the usefulness of the hook by
those who receive it has been very cheering. The recog-
nition of the value of the book by those who desire to ad.
vertisc railway supplies has also been a main factor in the
iss of the List, and makes it possible for the publish-
> place one in the hands of every railway official in
the United States, Canada and Mexico. Those who re-
! the book for the first time this vear will do well to
carefully look through it that they may fully understand its
' 3 as a book of reference, and as an aid to them in the
discharge of their ofticial duties.
One of the neatest and most tasteful little publications
issueSV't'l..- x' ,^'y' i". >"" \vt ' 'V ','"":' i;!"-!-!,!.., N. Y.
Its cover. p;i|i. I ' ',-■ , - r. i-fcct ex-
ler contaiiif.l ,i . . : i.i.i is well
worth reailiiiu- i;.jii,ii!fj vmi-. .i.n.i -i ~. ,~si,.ii of the
questions: "Can a perfect car uhoul be iitudc ; If so,
what must be its distinctive features;" the writer pro-
ceeds to speak of the careful and extended experiments
and tests made at the New York Car Wheel Works to se-
cure by means of mixtures of iron the highest degree of
strength. Beginning five years ago with a mixture which
gave an iron, an inch square bar of which, 12 inches long,
would support '2,800 lbs., it is stated that a strength of 4,000
lbs. has been attained as a regular and positive result
from certain mixtures, and that in exceptional cases a
strength of 5,000 lbs. has been reached. In this connection
the statement is made (and it is repeated elsewhere)
that out of over 5,000 wheels made by this concern and put
in service on leading railroads during the past five years,
not one wheel has ever broken. The pamphlet next dis-
cusses the effects of wheels being out of round, and of an
unbalanced distribution of metal in wheels. The occa-
sional uufairness of the present guarantee system is also
touched upon. Finally, the principles and methods adopted
by the New York Car Wheel Works for making wheels
perfectly round and perfectly balanced are explained and
illustrated. The pamphlet has been very carefully pre-
pared by a not unpractised hand. It has wisely been made
so brief that even a busy railroad man can spare time to
read the whole of it, and yet all the points are fully and
clearly developed.
Automatic Car Couplers.
The Secretary of the American Railway Master
Mechanics' Association has sent out the following
circular. In view of propssed congressional action
the importance of the subject is apparent and should
receive the careful attention of all interested.
New Ycikk, May .5, ISHO.
At the last meeting of the American Railway Master
Mechanics' Association, a committee was appointed on
"The Present Status of the Automatic Car Coupler Ques-
tions, and whether the association can endorse the action
of the Master Car Builders' Association in recommending
the vertical plane type as a standard form for mechanica'
standpoint."
In order that the committee may be able to report intelli-
gently on this question, they would like answers to the fol-
lowing questions:
1st. How many of the Master Car Builders' type (ver-
tical plane) couplers have you in use, and of whose design:
'Jd. If you have kept any record of the breakage of these
couplers, please furnish the committee with a summary of
your record.
3d. If you have kept a record, give the committee the
results, as near as you can, of your experience and observa-
tion concerning the durability of such couiilers.
4th. If you have any knnwl**dEeof accidents which have
resulted from the use of the Master Car Builders' type of
coupler, please advise the committee thereof.
5th. In the light of your knowledge and experience,
would you advise the Master Mechanics' Association to
ratify the action of the Master Car Builders' Association
in recommending the vertical plane type of couplers as a
standard.
As the next annual convention is close at hand, an im-
mediate reply to the above is requested.
Replies to be sent to John Hickey, Master Mechanic,
M. L. S. & W. Railway, Kaukauna, Wis.
Proposed Legislation on Safety Applii
We print herewith the bill introduced by Senator
Allison for the protection of property, trainmen and
other railroad employes in handlinfj locomotive
engines, freight trains and freight cars engaged in
interstate commerce :
Be it enacted by the Senate and House of Representa-
tives of the United States of America in Congress assem-
bled, That it shall be unlawful for any corporation,
company, person, or persons operating an.v line of railroad,
or for any car or transportation coropan.v using or leasing
freight cars engaged in interstate conimen;e, to put into
such use any new cars, or cars that have been sent to the
shops for general repairs, or when either of whose draw-
bars need to be replaced with new ones, that are not
equipped with safety automatic couplers ordraw-bars, such
as will not necessitate the going in between the ends of the
cars to couple or uncouple them, but which will automatic-
ally couple themselves, and can be uncoupled from the
sides of the cars.
Section ■-'. That after January 1, 18!i.'., it shall be unlaw-
ful for any corporation, company, or persons operating a
railroad, or any transportation company using or leasing
cars of an.v description used in interstate commerce, or in
the construction of any interstate railroad, to have in such
use for the transportation of freight, or passengers, or
both, any car not equipped with said safety automatic
Sec. 3. That it shall be unlawful for any conwration.
company, person, or persons operating any line of railroad
to use any locomotive engine in the work of interstate com-
THK FIAIL\VAY MASTER MECMANIC.
merce upou any railroad, or in any railroad yard, after the
first day of January, 1892, that is not equipped with a
proper and efficient power brake, or what is known among
railroad men as a "driTer brake."
Sec. 4. That it shall be unlawful for any corporation,
company, or person operating a line of railroad in the work
of interstate commerce to ruu any train in such work after
the first day of January, lS't3. that shall not have enough
cars in such train equipped with some kind of power or
automatic brake, so that the engineer upon the locomotive
can control the train, as passengers trains are now con-
trolled by the engineer, without requiring brakemen to go
between the ends or on top of the c^rs to use, as now, the
common band brake.
Sec. .5. That any corporation, company, or person oper
ating a railroad and engaged in interstate commerce, using
a locomotive engine or running a train of cars or using a
freight car or "way-car" contrary to the provisions of this
act, shall be deemed guilty of a misdemeanor and shall be
subject to a fine of not less then tSoti nor more than 11,000
for each and every offense ; and any railroad employe in-
jured by such engine, train, or car contrary to the provis-
ions of this act shall not be considered as waiving the right
to sue and recover damages for personal injuries by having
remained in the employ of such corporation, company, or
person running such engine, train, or car contrary to
provisions of this act; and in any civil action brought
against such corporation, company, or person by any em-
ploye thereof for damages resulting from a personal injury
received by the plaintiff in the coupling or uncoupling of
cars, or from a lack of such proper and efficient automatic
brakes as contemplated in this act, while in the employ of
such corporation, company, or person, if it shall be estab-
lished by evidence upon the trial that either of the cars
which the plaintiff was endeavoring to couple or uncouple
when such injury was received was then and there in use
by the defendant in violation of any of the provisions of
this law, the fact that the injury to the plaintiff was caused
in whole or in part by the neglect or carelessness of any
other of the defendant's employes, or that the plaintiff's
negligence or carelessness contributed to the in jury, shall not
be an.v defense to the action or received in evidence, but
that one of said cars or engines was then and there in use
on said railroad, contrary to the provisions of this act,
shall be deemed conclusive evidence of gross carelessness
on the part of the defendant.
Sec. 11. That it shall also be the duty of interstate com-
missioners to require all corporations, companies, and per-
sons engaged in interstate commerce as common carriers to
report annually under oath the number of cars used in such
commerce,and what numberequipped with automatic L-oup-
lers, such as a contemplated in this act, and what kind and
the number of each; also the number of engines used in
such commerce, and the number equipped with a "driver
brake,'" and the kinds and number of each used ; and also
the numl>er of cars equipped with power or automatic
brakes, and the kind used, and the number of each, all of
which shall be included in their annual report.
Sec. 7. That whenever any railroad company, corpora-
tion, person, or persons engaged in the transportation of in-
terstate commerce or any railroad shall haveequipped their
rolling stock, either prior to or by the time of the dates
fixed in this law, with such automatic safety appliances
as contemplated in this act, such corporation, company,
person, or persons may lawfully refuse to receive cars for
transportation over their own lines, or tor switching pur-
poses, from lines of connecting roads that are not equipped
with such automatic safety appliances as will work, inter-
lock, and interchange automatically with the system of
automatic couplers and brakes in use on its own rolling-
stock.
Sec. s. That this act, being deemed of great immediate
importance, shall take effect upon its approval by the
ps ident.
Another bill, introduced by Senator CuUom, is
as follows:
Be it enacted by the senate and house of representa-
tives of the United States in congress assembled, That it
shall be the duty of all common carriers by railroad that
are subject to the provisions of the act to regulate com-
merce to supply and use automatic car couplers upon all
freight cars employed in the business regulated by said
act, which couplers shall be substantially uniform in pat-
tern and uf ascertained adaptability and convenience lor
the service; and it shall be unlawful for any
rier to use any freight car not supplied with s
after the time to be designated therefor a
in-ovided.
Section a. That for the purpose of securing uniformity
in the use of such car couplers and the most approved
character of coupler, the president of the United States is
authorized to appoint, by and with the advice and consent
of the senate, a board of five comjwtent persons, three of
whom shall have practical knowledge of the operation of
railroads, and two of whom shall have mechanical knowl-
edge of car construction, and none of whom shall be inter-
ested in any patent for safety appliances. It shall be the
duty of the board so appointed to make careful investiga-
the same fees and mileage that are paid witnesses in the
courts of the United States.
Sec. 3. That if the type or charter of car coupler ap-
proved and recommended by said board as aforesaid shall
be patented the board may agree with the owner of
the patent upon a price, to be approved by the com-
missioner of pateuls, to be paid by the government for
the relinquishment of the patent, so that its use may be
free to all ; and in case of the refusal of the owner of the
patent to relinquish the same for a reasonable compen-
sation the board may select another coupler.
Sec. 4. That when the report of said board shall ba
Interstate Coma
shall i
hereinafter
1 of car c
ise, to fully t
le by such ir
of cai
and of designs for i
practically, and deter-
parison what type i
ation and
lupler is best adapted for safety and con-
venience in its use on freight cars, and to make report of
their determination and conclusions to the Interstate Com-
merce Commission, recommending therein the type or
character of coupler found by them, or a majority of them,
to be best adapted for use, and designating at what time
such coupler shall be supplied and put in use upon freight
cars. Such report shall be made and filed as herein re-
quired within one year from the time that the said board
shall enter upon its duties. Any vacancy in said board shall
be riilc'i Ity appointment as hereinbefore provided. Tne
btiiir.i ',,,*" t : r [..wcr to take testimony, either coUect-
i\-.' I '■- members, and for that purpose any
l,;i -.i;<t board shall receive an annualsalary
uiaiiiii-T us tnc luLt^isLate Commerce Commissioners. The
board sli;iU have authority to employ and fix the
compensation of such other employes as it may find
necessary to the proper performance of its duties. Wit-
nesses summoned before the commission shall be paid
! Commissi
be printed and printed
copies to be served upon the common carriers by railroad
subject to the act to regulate commerce, and the carriers
so served shall thereupon comply with the recommend-
ations therein contained.
Sec. 5. That every common carrier so served that
shall neglect or refuse to comply with the recommenda-
tions of said report, either as to tue type or character
of coupler to be used or as to the time the same shall bo
put in use, shall be liable to a penalty of one hundred
dollars a day for every car used by such carrier that
shall not be supplied with such couplers, to be sued for
and recovered in the name and for the use of the United
States, by the attorney general of the United States, or
under its direction; and every suca common carrier that
shall fail or neglect to supply its freight-cars with such
ccordance with said report shall also be liable
by any employe injured, or by the legal
representative of any employe who may be killed by
reason, in whole or in part, of a defective or unsuitable
coupler. Any such action may be brought in any circuit
court or district court of the United States within the
circuit or district in which the injury occurred, or in which
the person injured is, or the person killed was, a resident;
or may be brought in any court of competent jurisdiction
in a state or territory ; the amount recovered for damages
in any such act shall not exceed five thousand dollars.
Sec. ti. That the board provided for by this act shall
also make investigation and report, separately, whether
other safety appliances for freight-cars, especially auto-
matic or power brakes, are feasible in the handling and
use of such cars, and if the board shall so find, that it
shall recommend what brake, or other safety appliance,
it shall deem best adapted for use; such report to be
subject to the further action of congress.
Sec. 7. That the sum of dollars is hereby appropria-
ted to carry out the provisions of this act.
malleable iron and have case hardened bearings,
steel pins and hollow bars, which latter are rein-
forced with wrought iron centers. The drop track
Expiring Railway Patents, Hay, 1890.
I Furnished by K. H. Brock, patent attorney, 63B F St.,
Washington, D. C. These patents are now free to be man-
ufactured by any one. Copies of any patent furnished by
Mr. Brock at 15 cents. J
Dumping car, I:i(l,3tj3, T. Bootsmann.
Car axle box, 138,tjii9, H. E. Marchand.
Freight car, l,'!9,i43, R. H. Gordon.
Car ventilator and dust screen pocket, 139,27s J. B. Tim
berlake.
Frog, 139,291,0. Brahn.
Rail joint, 139,27(j, G. A. Sturges.
Switch, 139,279, C. D. Tisdale.
Electric signal, Digney, Lartigue & Forest.
Brake for coal cars, 139,097, D. Wetsel.
Pipe coupling for railroad cars, 139,1.50, M. Henszey, Jr.
Machine for forming coupling links, 139,005, P. H.
Switch signal, 139,046, J. CuUen.
Watering column for tanks, 139,188, J. N. Poage.
IMFROTED DROP TRACK JACK.
The jack shown herewith is especially designed
for track work. Us peculiarity lies in its arrange-
ment for quick dropping, either with or without
load. As will be seen a pin passes through the up-
per end, or top, of the lower pawl, and also one
through the lower end. The ends of these pins work
in the sloping slots in the frame of the jack. When
the handle of the jack (the inner end of which takes
hold of the lower pawl) is raised, the lower pawl is
thrown downward, and on account of the outward
incline of the slots in which the pins that go through
both the upper and lower pawl work, the pawl is
thrown back and away from the bar. The pin which
passes through the upper pawl also passes through
the upper end of the swingers. When the hand
piece of the upper pawl is pressed down, the pawl is
pulled back and away from the bar. It the tloating
hook is swung inward it catches the edge of the
case of the jack and holds the upper pawl away from
the bar. Now, when the bar descends, with
or without its load, the pins slide out-
ward from the bar in the slots, which movement
releases the bar, which quickly drops. The heavier
the load the easier the bar will trip and drop the
load. Perfect control ol the load is had without dan-
ger of slipping, with this jack, but the peculiar con-
struction of which we speak permits the quick drop-
ping of load found so desirable in track work. This
jack is one design of the well known Maxon lever
jacks, made by I). E. McSherry & Co., of Dayton, O.
They are all made of the best quality of air furnace
ngexcellei
.•!■ patter
cal railroad work and are
service.
VERTICAL SCREW POWER TESTING MACHIHB.
The illustration which we give herewith is of a
Riehle vertical screw power testing machine of 200,-
000 lbs. capacity. It is a substantial and handsomely
designed testing apparatus and combines the latest
improvements. The total weight of this testing ma-
chine is over 10,000 lbs. It is U ft. long, over 8 ft.
high and about 4 ft. wide. Specimens from 8 in. to
-1 in. in the clear length of breaking sections, and of
'2 in. in diameter and less, can he tested by tensile
strain. Specimens for transverse testing can be
made 2 ft. long down to 12 in., or even less by special
appliances to almost any reasonable length. The
compression tools are Sin. in diameter. The mo-
tion of pulling the head is 30 in. This testing ma-
chine has a total of 8 speeds— 2 ar justing speeds and
6 different speeds by which a specimen can be
stretched or broken, also for driving in opposite
directions. There are a number of adjustments that
can be arranged on this machine, and the particulars
of which can be furnished upon application. This
machine can weigh from 10 lbs. up to 2110,000 lbs.,
and by the use of the patented vernier poise, all the
weights can be registered. By different appliances
many varieties of special forms of material can be
tested very accurately, even though they may be
subjected to a very great strain.
In this machine is used the Riehle high faced
wedged grip, by the use of which it is claimed thai
Hat specimens of material, such as boiler plates, etc.,
can be tested in a direct line through the center of
specimen and without the possible tendency to tear
from the edge. The high faced wedges engage
themselves tirst through the axial line of the speci-
men and from that line out. There is a testing ma-
chine of this kind and make at the navy yard, Bos-
ton, Mass., and one at the Midvale Steel Works,
Nicetown, Philadelphia, both of which are doing ex-
cellent work, and tests made upon them are accepted
by the government as standard. This testing ma-
chine was built by Messrs. Riehle Bros., testing ma-
chine manufacturers. Ninth street above Master,
Philadelphia, who are the sole manufacturers and
owners of the patents under which these machines
are constructed, and who will furnish further par-
ticulars if called upon.
Tests of the Morton System of Car Heating.
The Shenandoah Valley road has equipped a train
of cars with the appliances of the Morton Safety
Heating Company, and satisfactory tests were made
of the system April 26 at Roanoke, Va., in the pres-
THE RAILV/AY MASTER MECHANIC.
•^K^t
\ t.KllUAL
POWER TESTING
JHINE.
ence of a large party of railway olBcials connected
with that road and with the Norfolk & Western.
As this system wiis dLscribed in THE Railway
Master Mechanic for February of the present year,
only a brief reference to its special features need now
be made. It embraces a novel comhiivition of direct
steam healing and heat storage, whereby, it is
claimud. suffijitint heal can be stored in the pipes
within thecarduring those intervals when the loco-
motive is not working steam, to heat the car by radia-
tion for any required length of lime. To accomplish
this the iron pipes inside the car are 31 in. in diam-
eter, and are fiUod, e-xcept a sufficient steam passage
through the center, with whiit is described as ''a
an even temperature. Steam may be used while the
engine is working, if it is required. Steam pressure
is regulated in the usual manner.
It is claimed that the heat radiated from these
pipes is noticeably mellow and moist, as compared
with that given off by other methods of car healing.
It is also urged that as steam is not usually turned
on while the train is running, the liability to injury
from escaping steam in case of accident is far less
than with any other system.
The tests at Roanoke were made with only 20 lbs.
of steam, and are reported as having been entirely
successful. In a lest made with a street car at Balti-
March 7, the ''staving" ciualitiesof this sys-
on the Shenandoah \'allcy road between
and V nton. It is intended by the com-
.xhiliit this system at the June conventions.
A NEW SIX-KOLL EXTBA HEAVY DOUBLE CYLINDER
FLANEB AND HATCH£K.
Car builders and wood-workers in general are al-
wavs on the alert for new ideas which appertain
to llieir lino of hu^sinoss. Saving of lime and labor,
convenience and rapid and perfect production are
the essential points requisite in these progressive
days, and the lirm mentioned below recognize these
facts so strongly that they have designed a new ma-
chine calculated to realize Ihe etl'uioncy expected
of a tool of this character. We display on this
page a cut of the Kgan Company's latest improvcil
heavy planer and matcher, wliicli has just been
brought out, and for which supjriur advantages and
uno.tcelled durabiliiy are claimed.
This machine has been des'gnoJ foi* general sur-
facing and mttching where speed, strength and good
work in large quantities U d. sired. It is specially
adapted to mills requiring a large r.inge of work,
and is also suitable for railroad and ear shops bridge
works, and large planing mills desiring a good sur-
facer and a good matcher, to stand up to both heavy
and light work.
The frame is cast plain, a::d is thoroughly br.iceil
and ribbed on the inside, giving greal strength and
presenting a very smooth and even face on the out-
side. The edges are curved so as to nearly double
the strength of the CEistings.
The upper and lower cylinders are both forged,
and made of the best hammered steel and slotted on
all four sides, and the cylinders are both double
belted. Any kind of a knife can be placed on these
heads, as the double pressure bars on each side of
the knife are adjustable to and from the knife.
Moldings, patent siding, cove siding, ship-lap bead-
ing, and work of that class can be done on it to the
best advantage. The lips or chip breakers on each
side of under head, are adjustable so as to regulate
themselves to the kind of knife used, and these ad-
justments can be made to a nicely. The patent ad-
justable pressure bars are placed on each side of the
knife and inside of leeding rolls, holding the lumber
firmly as it is being planed. The barsare adjustable
at will of operator, so as to accommodate irregular
knives and allow a full clearance.
The teed is powerful and consists of six H-inch
feed rolls, having a new improved expansion gearing
device, which prevents either end of the roll from
being forced down lower than the other, thereby
making a very steady and reliable feed. There are
A NEW SIX-ROLL. EXTRA HEAVY DOUBLE CYLINDER PLANER AND MATCHER.
porous non-metallic substance." When the locomo-
tive is attached to the train steam is let into these
pipes, and the porous "tilling" rapidly absorbs heat.
By placing a suflicient number of these pi|)es (prefer-
ably as spurs under the seats) in each car the tem-
perature can be quickly raised to the proper point.'
When the train starts the steam can be cut off, to be
turned on again, if required, whenever the train
makes stops of any length at stations, on down
grades, etc. Meanwhile the heat stored in the piiies
is gradually radiated into the car, thus preserving
lem were fully shown. With an outside temperature
of 22 degrees the car wa-s heated to ".5 degrees in 10
minutes from a boiler carrying 40 lbs. pressure — the
steam being taken to the car through 4-5 ft. of hose.
There were 29 ft of 4 in. pipe in the car, and at the
end of its run of 2 hours and 16 minutes the temper-
ature had fallen only lo -53 degrees. During the
entire trip the ventilators were open; a part of the
time one window was open, and there were the
usual opening and closing of doors for passengers.
A second train fully equipped with this system is
two changes of feed, viz: 4-5 to fi.5 feel per minute-
The machine is of a large range, planing 24 inches
wide (either three or four sides), 6 inches thick and
matching 14 inches wide. The patent adjustable
swivel box is a very ingenious contrivance, allowing
the roll to adapt itself lo any board of uneven thick-
ness, thereby preventing an undue strain to gearing
and .screws and giving equal pressure to each side of
board. It will be noticed that the last pair of feed
rolls are placed outside ot the lowercylinder, so thai
each board is fed entirely through both heads, and
104
THE RAIL^VAY MASTER MECHANIC.
entirely out of the machine. The patent side heads, i inches. The rise and fall to the knee is H inches.
with their spindles, are adjustable horizontally or The movements of the table are effected by hand
vertically from the working side of machine. When wheels, as shown. The machine has a steel spindle,
side heads are set tor a certain width, a hand nut I engine lathe bo.xcs, and arm for rest, both front and
locks it and no slip can take place. Adjustible hold , back, the rest being provided with a wrench perma-
CAR BOX GRIN
down brackets are fitted to each side spindle hanger
to hold down the stock while the matching is being
With the patent drop matcher the machine can be
changed from a planer to a matcher and vice-versa
in one minute; and the mechanism for dropping the
heads out of the way so as to surface the full 24 in-
ches wide, is claimed to be the most perfect and re-
liable yet put on any machine. The matcher heads,
DIXG MACHINE.
nently attached to its proper place. Levers secure
the rests firmly to the frame. The bearings are so
closed as "to prevent the admission of emery dust. A
surface attachment to be used on this machine can
be provided when desired. This machine is designed
so as to possess great strength, and strictly fine work-
manship has been placed upon it throughout. This
machine is made by the Diamond Machine Com-
pany, of Providence, R. I.
"Little Giant Injacto
The Rue Manufacturing Co., 116 North Ninth
Philadelphia, which has for some years stood
i the front in the design and manufacture of inject-
other jet apparatus, is now offering the
Jiant of 1SS9"' as an improvement in some
together with their spindles and frame, can be in-
stantly dropped below the line of cut without re-
moving heads, and the machine will then plane 24
inches wide. This is done by a single lever from the
working end of the machine, and the operator who
feeds can do it without leaving his place. The inde-
pendent header is adjustable at the will of the opera-
tor, and will be found a great convenience in many
ca.ses, as it can be instantly set to suit the desired
depth of cut. For further information address the
builders, The Kgan Company, Nos. 21« to 2:« West
Front street, Cincinnati, Ohio, U. .S. A.
CAB BOX ORINDIHG MACHINE.
Tlie grinding machine shown in our engraving is
designed for grinding car boxes or other straight
surfaces. Car boxes and other straight surfaces are
with this machine planed perfectly true and in an
economical manner. It will be seen that it is de-
sii.'ned to run two wheels. The cup wheel is 22
inches in diameter, and has a 5 inch face. An emery
wheel can be used on the other end it desired, .34
inches in diameter, and with a 6 inch face. The
table is 36x13 inches. The length of the parallel
traverse is 18 inches, and the cross traverse is 6
jiarticulars upon the well known Little Giant which
has made so successful a record during many years,
as regards both efticiency and durability.
In the "Little Giant of 1889" the combining tube
is adjusted by a screw, which gives a very fine grad-
uation, holding it in any position required. This
feature is of great importance as it permits a greater
range of work than is possible without it. This
injector can be worked with steam pressures
of 20 or 30 pounds up to 180 pounds or even higher
when required. All the parts are easily taken
out for cleaning when necessary on account of bad
water, etc. In shape the *'Litlle Giant of 1889" con-
forms to the latest standard of injectors, and can
replace these without change of pipes. It is self-
contained, having its steam, water, check and over-
flow valves in one body, making it, it is claimed, the
most compact and perfect injector in existence for
all classes of locomotives ajid all conditions of ser-
vice. This injector can be used as a heater without
any additional valves or handles, and it will always
start promptly after being so used, no matter how,
hot the suction pipe may be. Mr. H. D. Colvin, the
general manager of the company and his associates,
are ready to demonstrate the truthfulness of the
foregoing statements whenever requested to do so.
SUPPLY TRADE NOTES.
—The Link Belt EngineeringCo. is mak!ng considerable
additions to its plant at Nioetown, Philadelphia. An ex-
tension of the present shop SO teet long and W feet wide is
well under way, as is also a separate building ISOxTO feet.
The locomotive coaling stations which this company has
erected on several eastern roads are showing the railroad
men of this country that the usual methods of coaling loco-
motives involve a great deal of unnecessary expense.
> reported,
prices. They have been seriously suffering from competi-
— The New South Walesgovernment is to cooperate with
an English syndicate in the establishment of extensive loco-
motive works in that colony. Dugald Drummond, the well
known superintendent of locomotives of the Caledonian
Ry., of England, is the managing director of the new enter-
— At the annual election of the Hinson Car Coupler Com
pany, held recently at Des Moines, Iowa, the general man-
ager reported that ls,-'80 couplers had been sold during the
past year: also that the breakages were othciaUy reported
to be a fraction of 1 per cent. The company now employs
six salesmen who are devoting their entire time to the sale
and introduction of the Hinson devices. It has been de-
cided to establish manufacturing facilities at eastern and
southern points. At the meeting the following named gen-
tlemen were elected as directors : F. G. Kammerer, J. E.
Forsyth, John R. Walsh, M. S. Bannister, David Secer, J.
A. Hinson, W. R. Ankeny and Wm. Christy. The follow-
ing officers were also elected; F. G. Kammerer, president;
J. A. Hinson, vice president; John R. Walsh,
William Christy, secretary, and David Secor, general i
—The firm of Riehle Brothers, of Philadelphia, scale
and testing machine makers, consisting of Henry B. Riehle
and Frederick A. Riehle, was. on the 2.5th day of April,
ISSO, dissolved by the death of the senior partner Mr.
Henry B. Riehle. Mr. Frederick A. Riehle will con-
tinue the business under the firm name of Riehle Brothers
as heretofore. All debts to and claims against the old firm
will be settled by him.
—The Betts Machine Company, of Wilmington, Del.,
has issued an interesting pamphlet on "Horizontal Bor-
ing and Drilling Machines." It gives quite clearly the ad
vantages of this class of machines and illustrates and de-
scribes the three sizes made by the Betts Company.
— In a handsome pamphlet recently issued by the Estate
of F. W. Richardson, Troy, N. Y., the Richardson, and
AUen-Kichardson balanced side valve are described and
illustrated. The Richardson relief valve and combined
pressure and vacuum relief valve are also treated; and a
hne illustration and extended description of the link valve
motion model, made by this firm, are given. It is stated in
the pamphlet that the firm has so increased its facilities
that it can new turn out valves for from 1,300 to 1,500 loco-
motives per year.
—Mr. J. B. MuUiken, late general manager of the C. &
W. M. and D., L. & N. railways, speaks of the Fontaine
safety signal, in a recent letter, as one of the most valuable
of life protecting devices that has been invented since the
advent of the Miller platform and the automatic coupler.
—Mr, Geo.L. Fowler announces that he has opened a me-
chanical engineering office at Room 40, No. 171 Broadway,
New York. Especial attention will be given by Mr. Few--
ler to estimates, designs and tests of machine tools, steam
engines and other classes of tiower machinery.
— We have seen some remarkably flattering letters from
A. T. Rowand, secretary of the Union Switch & Signal Co.
and from George W. Parsons, superintendent of the frog,
switch and signal department of the Pennsylvania Steel
Works, addressed to B. M. Jones & Co., of Boston. The
this
for
Mushct's special steel, and of this steel Messrs. Rowand
and Parsons speak in the highest terms. They both say
can find no steel equal to the Mushet steel for frog
work. Messrs. B.M. Jones & Co. are the only represen-
es in this country of Messrs. Samuel Osborne & Co.,
Clyde Steel & Iron Works, Sheffield, England, who pro-
duce both the "R. Mushet Special" and the "R. Mushet
Titanic" steels. There are a great many shops, and im-
ortant ones, in this country which would indeed be in a
bad lix" if they could not get these steels quickly and at
—The United States Rolling Company are building 1,000
5-ton ore cars for the Wisconsin Cential Railroad. All of
these cars are to be equipped with Janney couplers, and
the Westinghouse quick action brakes. Five hundred cars
THE RAIL^ATAY MASTER MECHANIC.
The Fowler Steel
are to have the National hollow brake beam, and .imi the
Mardeu brake beam. All cars hereafter shipped b.v this
road for general repairs are to be equipped with Janney
—The Denver & Rio Grande Passenger coaches are all
fnrnished with the new Scarritt seat from the Scarritt Car
Seat Works, St. Louis.
— Uilworlh, Porter & Co., of Pittsburgh, makers of rail-
road, street railway and boat spikes, have established a
western office at 213 Phenix Building, Chicago, Mr. C. H.
Mecum, sales agent being in charge. This firm make a
specialty of the Goldie spike.
—In IS new coaches being built for the Louisvilleiir Nash-
ville by the Ohio Falls Car Co., and Harlan & Hollings-
worth, the seating is furnished by the Scarritt Furniture
Co., of St. Louis. Twelve new coaches that the Texas &
Pacific has recently built at its Marshall shops, also have
the Scarritt seats.
—Something like IHO cars for the Kansas City, Ft. Scott
.Si Memphis Railroad are about to be equipped with the
steel fittings made by Stanley U. Flagg & Co., Philadel-
phia. These fittings were described at some length in our
last issue.
—In our article in the May issue, describing Keystone
Unions we stated that they would stand lUO Ibs.st
sure; the figure given was a misprint for 200 lbs.
—Among recent orders for the Fowler rolled solid steel
wheel, we may mention the following: On the G
Northern Railway Line, 5U0, one-half of which are engine
truck wheels, and one-half Xi inch car wheels. Another
road has ordered 300 wheels and still another 400 wheel
all 3ti in. wheels. The Rock Island has ordered 100 Sti-inch
wheels. During the past two weeks twenty orders of from
10 to 24 wheels each have been received
Car Wheel Co. will have four wheels at the cnn\
the wheels being of different sizes. Our readers
doubt remmember that these wheels are rolled out of a
solid steel blank, the steel being made by the Bookwalter
process.
—The Springfield Emery Wheel Mfg. Co. hasjtaken an
Important step in opening a branch house in Chicago -IS
and 20 West Randolph street. The active men in this com-
pany have for years been pushing the business with untir-
ing energy, and they have had much to do in causing the
gre^t increase in the demand for emery wheel machinery
which the last few years have witnessed. Mr. C. L. Hyde
who has had charge of the Chicago office has been connec-
ted with the company from the beginning, and will not
only push the business at all points.but will make and keep
hosts of friends in doing so. The field in which special
emery wheel machinery is available is still rapidly widen-
ing, and it is safe to prophesy that the Springfield Emery
Wheel Mfg. Co. is as yet only on the threshold of the suc-
cess which it will attain. The Chicago branch will carry
in stock its own standard emery wheel machinery, also a
large assortment of emery and corundum wheels, the '"sap-
phire" paper which it manufactures, the Hampden Emery
& Corundum Co's. emery and corundum and a large line of
supplies. The main office and works of the company are
now at Bridgeport, Conn.
—Besides its main offices at i:W South Fourth street,
Philadelphia, the U. S. Metallic Packing Company has an
office at room BU Rialto building, Chicago, in charge of T.
R. Hill, and one at 144H Olive street, St. Louis, in charge of
.1. W. Ross. Of the traveling men of this company in the
railway field, H. A .Pike travels mostly in the northwest. The
territory in and around Chicago is looked after by Charles
Conlisk, a prominent member of the B. of L. E. This com-
pany, through careful and intelligent management, has at-
tained a more than ordinary degree of success. Its packing
is now in very general use by the railroads of this country.
Its foreign business has become very important — the ship-
ments of packing on foreign orders the first week in May
having amounted to nearly two tons. Besides a main office
at 227 Swan arcade, Bradford, England, it has branch
offices in both Liverpool and Glasgow. Itsupplies its pack-
ing to some of the South American roads regularly and in
considerable quantities. Its packing is now considered as
indispensable in the river steamboat trade between St.
Louis and New Orleans and elsewhere. At almost every
landing the distribution of freight on the river steamers is
changed, and their length and lightness is such as to re-
quire a packing which will keep tight, although the piston
rod may run more or less out of line, because of the con-
stantly varying load and trimming. The packing, as now
applied, works perfectly with even an inch variation. It is
generally known that this packing is used on some of the
swiftest ocean steamers. As there are in the office of Mr.
Monroe, the general manager of the company, six large
volumes, containing 5,:i'>4 patents on metallic packing, he
would seem to be justified in his claim that the success of
the U. S. metallic packing is a perfect illustration of that
law of evolution termed "the survival of the fittest."
THE OFFICIAL RAILV/AY LIST.
Changss for the Month of May, 1890.
'E.— J. W. Reinhart elected
president J. F. Goodard,
superintendent of motive
Harvey "Middleton, resigned. W. C. Nixon,
perintendent of Chicago division, vice A. H.
Crocker, resigned. John Z. Roarback appointed superin-
tendent of terminals at Kansas City, vice Nixon, trans
L'esigned posi
first vice president; third
resigned. .lohn Player
ai)pointed i
superintendent; duties performed temimrarily by
(ateman, assistant general manager. Stuart Wort
. C. Robin
resigned
B.ii-TiMOKK & Ohio Soctiiwestekx.— Frank Brown ap-
pointed assistant purchasing agent with office at Cincin-
nati.
BKOCKV11.LE, WeSTI-OHT & S.4UI.T Ste M.uuE.-This
road is now officered as follows: President, W. H.Cole;
Vice president, John F. Wood; manager, G. R. Hervey;
secretary and auditor, E. A. Geiger; superintendent, treas-
urer and general freight agent, J as. Mooney; general pas-
senger agent, Chilion Jones; superintendent of telegraph,
A McKinnon; master mechanic, Hugh Wilkinson: road-
master, Jas. Stinson. Offices of company at Brockville,
Ontario.
BUFf.VLO, ROCHESTEH & PlTTSBUKGU.- A. G. YateS
elected president vice A. Iselin, Jr., resigned.
Canadian Pacific— Robert Preston to be locomoti
superintendent western division.
Cextkal of Georgia.— R. T. Pace appointed to succeed
W. D. Thomas, resigned, as assistant purchasing agent.
Chicago, St. Pail & KANSA^s CiTV.— Chas. R. Berry,
general agent at St. Joseph, Mo., to be assistant general
freight agent with headquarters '
Chicago & Nokthwesteun.— E. P. Wilson, general
passenger agent, resigned ; general passenger and ticket
departments consolidated. W. A. Thrall appointed general
passenger and ticket agent, J. S. Barrow and W. B. Knis
kern, assistant general passenger and ticket agents.
CuicAGO, St. Pail, Minneaj-olis & Omaha.— Title of T
W. Teasdale, formerly general passenger and ticket agent
changed to general passenger agent, and that of J. S. Mc-
Cullough to assistant general passenger agent.
E. R. Ober appointed acting assistant general freight
agent, vice Stanley Proudfit, deceased.
Chicago & West Michigan.— F. C. Robinson appointed
master mechanic with headquarters at Grand Rapids,
Mich., vice Thomas Butterworth, resigned.
Choctaw Coal & Rv. Co.— F. T. Patterson appointed
secretary, succeeding W. S. Taylor.
M. B. Williams to be general freight and passenger
agent, at McAllister, Ind. Ter.
Cincinnati, Hamilton & Dayton.— F. A. Rusted and L.
L.Orbison to be division superintendents ;W. L. Gunzelman
to be superintendent of telegraph vice Orbison, promoted.
Chicago, Buklington & Qcincy.-W. B. Hamblin to be
aasisUnt general freight agent vice Geo. H. Ross, trans-
ferred.
CoLUMui-3, Hocking Valley & Toledo.- Wm. Miller
to be superintendent motive power vice John S. Patterson,
resigned; W, H. Fisher appointed to succeed H. J. Falken-
bach, resigned, as general passenger agent.
CoLiMuts, Lima & Milwai kee.— H. N. Caldwell to be
chief engineer vice R. P. Van Deusen, resigned.
Detroit, Lansing & Northern ; Chicago & West Michi-
gan AND Saginaw Valley & St. Louis.— W. A. Gavett to
be general passenger agent.
EVAN.SVILLE & Terre Hacte.— R. C Southern appointed
master of transportation and J. Ehret chief train dis
patcher.
Fremont, Elkhorn & Missocki Valley.— A. H. Mer-
chant to be assistant general 'freight agent vice H. Cassidy,
resigned; H. Cheyney, assi-tant general passenger agent,
to be general agent at Sioux City.
Fitchbl'rg. — A. S. Crane to be general freight agent vice
C. L. Hartwell, deceased.
Fort Wayne, Cincinnati & Lot isville.— Geo. L. Brad-
bury to be general manager; office at Fort Wayne, Ind.
W. H. Fisher, general passenger agent, resigned.
Grand Rapids & Indi.ina.— John H. K. Burgwin ap-
pointed roadmaster of northern division, with headquar-
ters at Grand Rapids; W. B. Stimson to be superintendent
northern division.
Georgia Pacifk .— E. T. Smith, superintendent of the
western division of this road, has resigned; Engineer
of Maintenance C. P. Hammond, of Richmond & Danville
road, appointed to succeed Mr. Smith.
Indianapolis Union.— A. A. /.ion, train dispatcher, ap-
pointed master of transportation.
Indiana, Illinois & Iowa — C. W. Cook appointed to
succeed R. M. Rogers, Jr., resigned, as general freight
agent.
KAN.S.VS City, Wyandotte & Nokthwesteun.— C. A.
Shanks appointed general freight and passenger agent,
vice C. W Cook, resigned.
Kentucky Union —Jas. L. Murphy appointed general
freight agent mth headquarters at Lexington, Ky.
Auditor J. F. Babbitt, Jr., appointed general passenger
Lake Shore St. Michigan Southern.- M. Connore to
succeed W. H. Courtney, roadmaster, resigned; J. M.
Watts to be superintendent Buffalo division ; Master Me-
chanic John M. Sanborn of the Nonvalk, O., shops, de-
ceased .
The Sturgis, Goshen iS^ St. Louis R., extending from
Goshen to Sturgis, and that part of the Battle Creek &
Sturgis K., extending from Sturgis to Findlay, have been
acquired by this company, and will be operated under the
title of Goshen & Michigan branch. W. I. Fox appointed
assistant superintendent of this branch, with office Bt
Sturgis, Mich.
i assistant engineer Henderson
at Evansville, Ind.
Louisville, New Albany & Chicago.— Moses McCona-
hay appointed supervisor of first district of first division,
Chicago to Monon and Monon to Michigan City. A. G.
Wright appointed supervisor of second district of first di-
vision, Monon to Indianapolis and Monon to Lafeyette.
Headquarters of both, Monon, Ind. H. A. Hathaway re-
signed position of general soulliern passenger agent and
position abolished. The Chicago offices now in new Monon
block, 320 to 320 Dearborn street.
Mexican National.— J. Kerr appointed to succeed W. I.
McCammon as master mechanic with headquarters at City
of Mexico.
Minneapolis & St. Louis.— VV. H. Hopkins to be gen-
eral freight agent, vice F. F. Kimball, resigned; R. G.
Brown to be assistant general freight agent.
Louisville, St. Louis & Tex-a>.— E. B. Ziegler made
master of trains; offlee at Louisville, Ky.
Missouri, Kansas & Texas— H. K. Enos elected presi-
MissouRi Pacific— T. F. Dunaway appointed division
superintendent of Colorado line at Osawatomie, Kan. O.
A. Derby, appointed division superintendent, headquarters
at Pueblo, Colo. C. A. Tripp, appointed general western
freight and passenger agent, at Denver, Colo., vice P. J.
Flynn, resigned.
Mobile & Ohio.- Daniel McLaren, appointed general
superintendent ; Charles Hamilton, superintendent of St.
Louis division, resigned.
Newport News & Mississippi Vlley.— H. E. Hunting-
ton to be general manager; C. L. Brown to be general
freight agent ; S. F. Morse to be general passenger agent ;
F. H. Diller, car accountant, and L. B. Lewis, jr., auditor.
Office of car accountant at Paris. Ky. ; office of others at
Cincinnati.
New Vork Central & Hudson River.— Roadmaster O.
W. Clough made assistant to General Roadmaster Otis; T.
W. Burrows, assistant division superintendent, at Buffalo,
resigned.
New York, Lake Erie & WiisTKRN.— W. J. Holmes,
superintendent telegraph of Erie division, appointed super
intendent telegraph of the New York, Pennsylvania &
Ohio division, vice J. B. Shaw, resigned.
>be
New York, Pennsylvania & Onio.-J. Vf. Morris to be
roadmaster at Gallon; W. A. Van Frank transferred to
Susquehanna division vice J. D. Shuliz resigned.
Wisconsin Central.— John T. Player, superintendent of
motive power, resigned.
Norfolk & Virginia Beach.— J. M. Dickey appointed
perintendent, with headquarters at Norfolk. Va.,
Hughes, resigned.
OranoeBelt.- Wm.Macleodappoiui. il . n. lii iii.ii,:,-rr,
Geo. A. Hill appointed treasurer and II ii i: ■— .m
secretary. A. J. Grant appointed supn, '. - r.d
freight and passenger agency combine. I .. .. - .k-
partment under charge of J. W. Taylui l:..i- Uj.i- j|i
pointed assistant general freight and passenger agent.
Pennsylvania Company —B. Fitzhugh, foreman of Fort
Wayne shops, promoted to master mechanic of Cleveland
shops; M. Dunn in charge of shops on Little Miami
genera
Pennsylvania R.— J. R. Whitaker, assistant general
freight agent, deceased; R. Pettit. general superintendent
Pennsylvania R. division, resigned.
Peoria & Pekin Union.— B. F. Ogden, assistant super
intendent, resigned.
Barre.— J. M. Boutwell, assistant superintendent, re-
signed, and office abolished. F. W. Slanyan, acting super-
intendent, appointed general superintendent. C. L. Duloff
of general freight and passenger agent. C. L. Dolloff ap-
appointed general roadmaster.
Chicago & Atlantic.- G. G. Cochran appointed general
freight agent, vice A. S. Crane, resigned.
Monterey & Me.mcan Gulf. — John Grace, superintend-
ent Linares division, appointed general superintendent of
operated lines, with headquarters at Monterey.
Pittsburgh &. Lake Erie. — G. M. Beach to be general
superintendent, vice Elliott Holbrook, resigned.
Sabine & East Texas.— W. S. Hoskins, in addition to
duties as general freight and passenger agent, appointed
superintendent, with office at Beaumont, Texas.
St. Joseph Terminal.- E. McNeill elected president
vice Winslow Judson, deceased. W. D. B. Matter chosen
vice president.
St. Louis & Hannibal.— G. B. Clason to be general
manager vice E. C. Case, resigned.
&San Fra:
Atchison, Topeka A: s.n
Chairman of the b.iai I
dent, Allen Mauv. ,
auditor, J. W. Reii,h:u
dent, A. A. Robinsni,
Traffic Manager E. P. Vi
Toledo, Ann Ahbor *
s road purchased by
officered as follows;
: C. Magoun; presi-
I esident and genera!
"uHfi"! j'^'mcK!
iigned.
Toledo, St. Louis & Kansas City.- John Ortlon to be
superintendent rolling stock vice T. Robertson, resigned.
Toledo & Western.— Hosea Paul, chief engineer, office
Toledo, O.
Union Pacific.— All lines comprising the Union Pacific,
Denver & Gulf R. Co., and Denver, Leadville & Gunnison
R. Co. will hereafter be operated as one general division,
<n he known as the Gulf division, with C. F. Meek general
ager, reporting direct to the vice president. The line
1 Cheyenne to Wendover and the Denver, Leadville &
annexed to the Colorado division. Th
eluding Denver) to Texline w
from Chey
Gunnison
lines from Denver (not
THE RAIL\VAY MASTER MECHANIC.
June, 1890.
hereafter be known as the New Mexico division. li .1.
Duncan appointed superinteodent of Colorado divi~; ' .
vice J. K. Choate, resigned. F. E. Bissell appointed ~,
intendent of New Mexico division. O. O. Winter api"
general superintendent Fort Worth & Denver R,, \ i- i;
J. Duncan, resiened. C. H. McKibbin resigned as vci,. i i:
purchasing agent. L.S.Anderson appointed acting' PLir
chasing agent. Harvey Middleton to be superintendent oi
motive power of C P. system.
A. C. Hincley appointed assistant superintendent of mo-
tive power, headquarters at Salt Lake City, in charge of
the Wyoming, Utah & Idaho divisions. J. P. O'Brien to be
superintendent St. J. & G.I. , vice William Williams, pro-
moted to position of roadmaster of St. Joseoh & Grand
Island, and Kansas Central and Leavenworth division of
Cnion Pacific. J. V. Parker, assistant general freight and
passenger agent of Montana division, at Salt Lake City,
resigned.
lEiiEroRD.— The Maine Central has taken
s road, and will hereafter operate the
its system, and the authority of the gen-
Maine Central R. Co. will extend over
Lif-'ent, vice R
West Vikc,
the president
Pace,
Ni.V C
resigned
signed.'
Emmons E
tln-nill,v;l.l..|t
\,\"
';„,^:^
:nti.km.\n
tioi. un>.ll:u>
KftYrunce
REPRESENTING
nneetions amongst
pany, (.>fllee. 816 Rookery.
Tke Finest on Eartll.
The Cincinnati, Hamilton & Dayton Railroad is the only
Jbuled trains,
ne running Pullman's perfected safety
with chair, parlor, sleeping and dining car
Cincinnati, Indianapolis and Chicago, and
running through reclining chai:
Keokuk and Springfield, 111.,
between Cincinnati, Dayton, Lima, Toledo, Detroit, the
lake regions and Canada.
The road is one of the oldest in the state of Ohio, and the
only line entering Cincinnati over twenty-flve miles of
double track, and from its past record can more than assure
its patrons speed, comfort and safety.
Tickets on sale everywhere, and see that they read C. H.
& D., either in or out of Cincinnati, Indianapolis, or
Toledo. E. O. McCormick,
General Passenger and Ticket Agent.
Consolidated Car-Heating Co,
CHICAGO:
COMMERCIAL BANK BUILDING,
-A.3L.:B,A.Kr-x', kte; -w -y o
NEW YORK:
FIRE-PROOF HEATERS AND STEAM COUPLERS.
SPECIAL APFLI.\NCES AND EXTRA STRONG FITTINGS OF EVERY KIND.
COMMINGLER, DRUM AND RETURN SYSTEMS
XJNDEK,
MCELROY. SEWALL, WESTINGHOUSE AND OTHER PATENTS
Tlio
iTirtoia Stools. GsLjr Oo.,
CAR BUILDERS AND TRANSPORTERS OF LIVE STOCK.
Oener&l Office, 191 Washington Street, Boston, Mass. | 12 & 44 Live Stock Exchange, Eai
Chicagj Office, 169 Jackson street, Chicago, 111.
39 Exchange Street, Portland, He., and at Works, Wichita.
WE Will LICENSE BAILSOil MMPiHISS TO BniLL AOT OPEEATE CAES TOBEE OITE PiTENIS W LIBEEAL TEEMS.
Correspondence Solicited. GEO. D. BURTON, Treasurer, BOSTON, MASS
now ready!
Jhe Official |{ailway [ist
FOB 1890.
f rice: $2 per copy in cloth binding; $3 in flexible leather.
SENT BT MAIL ON RECEIPT OF PRICE.
Iway officials in tin- rnited
Contains names, addresses, etc., of over
States, Canada and Mexico,
Also the advertisements of nearly lill'l railway supply concerns.
Address
THE OFFICIAL RAILWAY LIST,
E. N. LEWIS, Manager 816 The Rookery, Chicago.
EquipDs&l o[ Eaha; Sliofs.
fover Engines. Boileiv. Col
-- ___jglven. TenuB of j.ay
Late THE GEO. PLACE MACHINERY CO.
120 BE0ADWA7. HEW 70BZ.
A MODEL RAILWAY.
The Burlington Route, C, B. & Q R. R..
Chicago, St. Louis, St. Paul, Omaha, Kan-
sas City and Denver. For speed, safety,
comfort, euuipment. track, and efficient
GAR COUPLER CO.,
SUITE 518 THE ROOKERY.
DAVID SECOR, General Manager.
CHICAGO.
Crucible, Wrought Iron and Steel Castings.
Railroad and Machine Castings, Loco. Cross-Heads & Gearing a Specialty.
GUARANTEED KNUCKLES FOR
EUREKA CAST STEEL CO., .^S^^^VUr^pU. I
M. C. B. COUPLERS.
CLEVELAND WHEEL & FOUNDRY WORKS.
NAPFJi & PJiAYTOJI, prop's.
MANTJFAOTDBEBB OF
Car, Engine, Tmck and Tender Wheels,
Bailroad, Boiling Mill and Machinery
Castinga, and Street Bailroad Wheels
and Tnmonts.
-Al,80-
ChiUed-Faced Raih-oad Frogs.
Office: 20 Carter Street.
CAR MFG. CO.
Special Excellence in Railroad Car Wheels c£ Bsst
Kno-wn Material. Guaranteed to fil Penn-
sylvania Railroad Specification.
W. T. HILDRUP, Jr., M. E.,
Office, Lake and Eiitland Sts., CLEYELA2TD, 0.
July, 1890.
THE RAILWAY MASTER MECHANIC.
107
WALTER D. CROSMAN, Manager Editorial Department.
EDWIN N. LEWIS Manager Business Department.
PUBLISHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
Prior to January 1, 188«, thin journal was known as Tbe Rail-
way PurcbasiDK Agent. It will still in itnnewand wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
Subscription price, $I*no a year. AdvertisiuE rates and details
concerning circulation given on application to the ofHce by mail
or in person. Address
Vol. 5-1 CHICAGO, JULY,
I No. 7.
DiRiNd the discussion on tlie M. C. B. car beat-
ing report, Mr. Barr said that if the raUways
would tell of their failures instead of their success
ill steam heating, the general results would be-
better. There is not a httle of trnth back of this
suggestion; but the puzzle would be to find time
to Hsteu to the multitudinous tales of woe that
would pour in were the members to act upon it.
The instruction of the executive committee of
the Master Car Builders' Association to take
up and carefully study the question of adher-
ence to the standard coupler lines was one of the
best pieces of work doue by the association.
Whatever individual opinions there may be as to
the absolute correctness of tbe present standard,
it is nevertheless a standard, and while kept so it
should be clcselv observed.
Skveral of the brightest mechanical men in at-
tendance upon the Master Car Builders' Conven-
tion left at the close of that convention, even
though they were members of the Master Me-
chanics' Association, and more actively identified
with locomotive than with car work. The ques-
tion naturally arises, why was the second conven-
tion avoided:' We imagine that an interesting tale
might be told based upon this episode, and we
await its narration ivith interest.
The interchange rules were amended quite
freely, but it should be noted that the amendments
were not of the nature of those deprecated by
President McWood in his address, that is, tbey do
not tend to confuse the minds of inspectors. In-
deed most of the more important of them refer to
basis of settlement between railways for repairs,
and are of more direct interest to heads of depart-
ments than to inspectors.
TuE "long unsatisfactory chase"after ".\merican
conditions" which the master mechanics' commit-
tee on compound locomotives made only to find
them to be "somewhat mythical" will, we trust,
serve to keep more in the background, in the
future, that legendary factor in locomotive per-
formance. There has been altogether too much
made of this bugaboo. The in'elligent investigator
is competent to give due consideration to every
feature of service which a compound may be called
upon to meet and resents attempts to frighten
him off by vague talk about adaptation to Amer-
ican conditions. A few words "spoke right out
in meetin," as were those iii the report to which
we refer, serve to wonderfully clear away tbe mists
of prejudice.
Bv glancing over our list of exhibits at the two
conventions, our readers will gain some idea of
what a veri able railway exposition was placed be-
fore the attendants of the conventions. There are
those who carp about the alleged bad taste of en-
couraging the presence of the lailway supply men
and inventors at these conventions, but they are
all wrong. No one with an appreciative mechani-
cal eye can pass through tliese varied exhibits
without being impressed with the great educat-
ional value which they possess. The railway man
is enabled to see and examine in one short hour a
larger number and a wider range of materials and
devices intended for railway use, than he could
see in a year along the path of his daily life. There
is no wide-awake railway man who attends these
conventions but who expects to, and does, learn as
much through these exhibits, proportionately,
about the materials and devices which he uses, as
he does through the sessions of his convention.
Tbey form a feature of conventions of inestimable
value, and to rule them out and to discourage
them would be a grave error.
to date, and counseling postponement of action
by the association, ask leave to incorporate another
year's data in a subsequent report. In lefnsing to
at present indorse the M. C. B. coupler the as-
sociation acted rightly, in view of the facts set forth
in the verbal report; but in evading discussion
upon the subject we think an error has been made.
Mb. Wall said truthfully, when there was some
talk about steam heating standards, at Old Point
Comfort, that it was too early for standards, and
that if standards were fixed upon now, we might
find ourselves impeding progress. Standards in
steam heating will come along after a bit— surely
as soon as needed. Meanwhile a standard fitting
at the end of the train pipe is going ont for ballot;
and if it carries, the one step of pressing need will
liave been taken.
The value of the work of the local railway clubs
was again clearly revealed at the conventions.
Many of the topics reported on and discussed had
been before the several clubs during the past sea-
son and the effects of this preparatory work were
shown, not alone in the finished character of
many of the present reports but in the ease, clear-
ness and directness with which these reports were
discussed. President .McWood paid the clubs a
gracefal compliment in his opening address, and
he must have felt, as the convention proceeded on-
ward through its three days' work, that the com-
pliment was even more fully deserved than he bad
realized.
In many senses the most valuable report pre
seuted at the two conventions was that on com
pound locomotives. It bears evidence of careful
observation and retiection on the part of tbe com
mittee men, and the salient fciitures of the sub
jectare taken up and disposed of in terse, positive
language. In fact, there is a positiveness in ex
preiisiou of oiiinion running all through this report
that is truly refreshing. Tentative propositions
are conspicuous by their absence. While there is
a healthy conservatism visibly in control of the
wording of the report, yet tbe committee reveals
the courage of its convictions in every paragraph.
The manly aggressiveness with which paragraphs
two and three are presented, in which the gains
of compounding locomotives are placed boldly in
contrast with the alleged losses — commands ad-
miration. In a word, the report is a notably virile
contriimti'in to technical literature and a credit to
j the Master Mechanics' Association.
The chairman of this committee offered an
apology for his failure to send out the usual circu-
lars of inquiry, t^uery: What connection is there
between this failure and the ( baracter of the re-
port?
The indorsement of the M. C. B. coupler by the
master mechanics, which had been expected by
some, was not obtained. The committee on the
subject reported advising he8it;itiou in officially
indorsing a principle which they could not view as
having been ahsnhitch/ establisli' d as correct, and
the convention coincided with the views of its
committee. Onr belief in tin M. C. B. type of
coupler is stronger than ever, but we commend
the position taken by the committee and by the
association. Tbe results of inquiries made by the
committee developed the fact tbiit members of the
association did not know enough of the M. C. B.
type to warrant the proposed indorsement. The
only consistent course left for them then was to
postpone action. It is to be regretted, however,
that the committee did not collate such informa-
tion as had been already acquired by individual
members, even though not conclusively reliable
data, and then, reporting npon "thestate of tbe art"
The criticism of an editorial in the Eailmail
(iii-.Hte on the efficiency of locomotives, which ap-
peared in our columns last mouth, has been pro-
nounced by that paper to be erroneous in that it
confuses pressure with work when dealing with
compression in locomotive cylinders. There was
no such confusion, for the difference between
work and pressure only was distinctly recognized,
and the only trouble with the editorial was that it
made the position of the irmittc indefensible
unless the latter brought forth arguments which
would be in direct contradiction to the position it
has taken in the past on matters pertaining to
compression and clearance. It assumes in the
first editorial criticized that, having a given clear-
ance and a compression sufficient to arrest tbe
reciprocating parts, a smaller clearance must be
accompanied by a higher terminal pressure of
compression so that tbe " m/. of compression will
be the same as before. We claimed a certain
terminal pressure to be the important considera-
tion and held that the work performed in compres-
sion might be reduced to a very small amount
without affecting the smooth running of the en-
gine. We did not attempt to show that pressure
alone is an equivalent of work done; on the con-
trary we stated distinctly where the work was ex-
pended, viz. : at the crank pin and on the con-
fined steam. We do not propose to argue the
matter further, but would simply remind our con-
temporary that it sometimes makes mistakes like
all the rest of humanity and that when it does so
it is not verj' creditable to attempt to cover them up
by baldly pronouncing other and more carefully
couf idcred opinions as incorrect.
Tni; failure of the master meclianics' committee
on testing laboratories to report was very disap-
pointing. It transpired that there was some mis-
understanding between the committee and the
secretary of the association as to the field which
should he covered by the report, and it appeared
as though there was al.so some hitch between
the members of the committee themselves. At all
events no report was submitted, although it was
stated that a large amount of Vdluable material
for a report had been gathered. This latter fact
makes it a matter of serious regret that the com-
mittee was not continued. Testing laboratories
have amply proved their usefulness; there is no
present need of reporting upon their value to rail-
ways— this is pretty well understood already — but
there is a need fof an intelligent report upon
methods and appliances, organization, administra-
tion, etc. It is this class of information which,
we understand, the committee proposed to present,
and which the continuance of the committee would
have brought to the next convention. It was evi-
dently the intention of the majority of the mem-
bers in convention to have this committee con-
tinued with the understanding that the restriction
as to scope of work which had l)i c n placed, or
which it thought had been placed, upon it was re-
moved. It was so voted, but this vote was recon-
sidered at a subsequent session, and it was voted
to appoint a new committee, the affair bearing the
appearance of a bit of sharp parliamentary i)rac-
tice. This whole episode from beginning to end
has been hardly consistent with the dignity of an
association of high standing. It gives one "that
tired feeling" that we read about. Moreover, it
lost to the convention v,'hat would jirobably have
proved to be a brilliant report.
Mr. May's proposition to establish a permanent
home for both the Master Car Builders' and
Master Mechanics' Associations is not without
merit. Both of these associations now have u
108
THE RAILV/AY MASTER MECHANIC.
Btanding and a character which, in a sense, call ]
for the establishment of such a home. The more
one dwells upon the proi>osition the more the at-
tractive features of such a plan come into view ;
but we fear that its consummation is a long ways
in the future. One featme alone will, we think,
cause its postponement indefinitely, and that is, it
is an undeniable fact that as yet attendance upon
the conventions is powerfully stimulated by the
novelty of visiting interesting resorts. It ought
to be, of course, that the business in hand alone
would be sufficient to command attendance, no
matter where the meetinj,' was located, but it is
not so and will not be for many years to come.
As it is now there is an unsatisfactory percentage
of the entire membership of the associations which
attends the conventions, even under the temptation
of the natural attractions of the places chosen.
In this connection we must congratulate the
associations upon the steps taken by both of them
to insure meeting at the same place, and to abridge
the time which elapses between the close of one
convention and the beginning of the other. The
proposition to commence one convention on
Wednesday and the other on the succeeding Mon-
day- ought to meet with favor and be carried into
practical effect. This year many attendants ar-
rived on Sunday, and to see all that was to be seen
and to hear all that was to be heard, they were
obliged to stay until a week from the succeeding
Thursday night. It was evident by Tuesday night
of the second week that most of the attendants
were beginning to feel that they were getting too
much of a good thing, and their numbers rapidly
thinned out from that day on. There was an ex-
pression of weariness upon everyone's face, and
the customary morning greeting was "Well, I'm
glad its most over and that we are about to go
home.' ' The new plan ought surely to go through.
The new rule, to be numbered 16, which pro-
vides for repairing damaged cars with M. C. B.
standards, when these are of design and dimen-
sions that do not mar or impair the strength of
the car, is thoroughly good. It was recommended
by the Western and Central Railway clubs, but the
arbitration committee in reporting it to the con-
vention said that it was divided on the question,
and therefore could not endorse the recommenda-
tion. There was apparently but a poor show for
the adoption of the rule by the convention, but
Mr. Rhodes came to its support just in the nick of
time, and in a strong, earnest speech gave it such
a support that it weut through with a unanimous
vote. Jn his speech Mr. Rhodes talked veryplain-
lyindeed to the convention about the habit the as-
sociation had of neglecting its standards. He
likened these standards to ostrich eggs, which
were dropped and left to take care of themselves,
and then urged that they be treated as hen's eggs
were, that is, cared for, brooded over, and watched
and warmed until they assumed a vitality of their
own. At one time, he said, certain roads had
clubbed together to insure the adoption and main-
tenance of standards, so far as their combined
local interest could affect the matter, and unless
the members of the association at large took more
pains in observing the formally adopted standards
the more progressive roads would be obliged to
club together again as they did before.
Mr. Rhodes was emmently right when he urged
that this was not the way to adopt standards, that
it was the duty of the association as a whole to
see that the standards which it had formally dis-
cussed and adopted were put in practice and
rigidly adhered to. Mr. Rhodes' talk not only re-
sulted in the adoption of the new interchange rule
of which we have spoken^ and which in itself
ought to prove a powerful agent to aid the intro-
duction of standards, but two other step were
taken, which will, or should, powerfully tend to
forward the same purjiose. We refer to the instruc-
tion of the executive committee of the association
to look after the coupler standard, and the vote to
appoint a committee to look after the brake-gear
standard. Take it all in all the cause of those who
favor the observance of standards was very greatly
advanced at this convention.
THE STATIS <>1-THE"ME0IIAM< AI, DEPARTMENT.-
From the inconsequential manner in which the
heads of mechanical departments are sometimes
removed, one would almost think that those de-
partments were of such minor importance that it
made little difference what sort of man supervised
them. But the day is fast coming, if indeed it be
not already here, when upon the mechanical de-
partment will be thrown the burden of making
both ends meet; and then such departments, when
well organized and doing good work, will not be so
frequently thrown into chaos by the arbitrary re-
moval of their chiefs to meet the caprice of a man-
ager who, not appreciating the value of high
class management of rolling stock and motive
power, heedlessly looks upon any man as compet-
ent to look after these details.
Hitherto the cry has been to "get business,"
aud the development and management of the
traffic department has been the chief care of the
higher officials. But as more stable traffic condi-
tions come and each line will more surely, without
frantic effort, receive its fair proportion of busi-
ness, the problem will be, not to get business, but
to handle it cheaply. And to the superintendent
of motive power and rolling stock and his
lieutenants will fall the task of solving
the problem. Then not only will liigh
class men be insisted upon for these of-
fices; but they will be accorded a financial support
now too commonly withheld. We do not refer to
salaries — although it is well known that these are,
as a general thing, wotuUy inadequate — but to ex-
penditures for shops, tools, laboratories, modern
apphances and fittings, modem locomotives, cars,
etc. A first class man can do little toward cheap-
ening the cost of train operation if he be given no
"swing;" if he be forced to continue to use old-
fashioned and cramped shops, tools antiquated in
design and rickety in condition, and cheap ma-
terials; or if he be denied the aid of the bright
young assistants who, with their brimming store
of theoretical knowledge, are now, in a few shops
in this country, giving brilliant aid to the older
and more practical heads, who need just this sup-
plementing of their practical experience.
There is already a change for the better in these
matters. We see roads that were long content
with any "lean-to" for a shop, any old scrap heap
for a locomotive and any old box for a car, now
giving liberal orders for new shops, new tools, and
locomotives and cars of modern design. We see
others encouraging the work of chemical and
physical laboratories, permitting the detailing of
bright young men on special works of in-
vestigation, and otherwise offering aid to
the heads of their mechanical departments.
There is not as much of this broad, progi-essive
spirit rife as might be wished; but the evidences
of a decided awakening to the vital importance of
placing the mechanical departments of raHways
upon a higher plane of activity and excellence are
decided. And as this awakening spreads may we
not also look for a more stable tenure of office for
the heads of the departments'? If there is any one
department in railroading where unmerited re-
moval from office is hable to seriously affect net
revenues it is the mechanical department. The
change in heads is almost sure to cause uneasi-
ness in the staff and a consequent measurable in-
efficiency. And it is also almost sure to result in
needless chalices in practice, standards, etc.,
which changes mean loss. Not that one man's
practice may not be susceptible of improvement,
but that human nature tends to make the new in-
cumbent averse to following precedent and in-
clined to introduce new ideas even though the in-
troduction necessitates a costly abandonment of
others. These troubles may be, and will, we trust,
be avoided when railway managers in general
come to attach due importance to the mechanical
department, aud recognize its standing by placing
only high-class men in charge, paying them lib-
erally, keeping their tenure of office free from the
vicissitudes ordinarily controlling it, and expend-
ing money as freely to maintain high mechanical
standards throughout as they do to maintain the
surface appearances of a few gaudy "limited"
passenger trains.
THE MEOHANICAI, AND SIPPLA" DEPARTMENTS.
We have often treated of the intimate connec-
tion which exists between the mechanical and the
supply branches of the railway service, and their
dependence upon each other. Their relations vary
somewhat on various hues ; in some cases the pur-
chasing agent deciding largely upon the quahtyand
quantity of materials to be used, while in others
the master mechanic may not only have the decis-
ion as to the character of material he wishes to
use, but may even be allowed to go so far as to do
his own purchasing and carry his own supplies.
Between these two extremes it seems to us
that the true efficiency of railway operation should
he.
It is interesting to note the changes that take
place in a series of years in the relations between
the mechanical and purchasing departments, not
alone upon a single line but upon our railway sys-
tems as a whole. Home twenty years ago we often
found that the master mechanic or other depart-
ment head largely made his own purchases and
carried his own supplies. It was found, however,
that it was better to place the purchasing* power as
a ride in the hands of one man, and in some cases
we find that the power of the purchasing officer was
enlarged to such an extent that the mechanics had
comparatively little to say as to the quality or class
of material they were to use. This method had
the disadvantage that in case of the failure of any
particular class of construction or kind of supplies
to meet the needs of the service the responsibil-
ity was shifted from the mechanical to the supply
department, so it was not easy always to determine
which was in the wrong.
At the present day the tendency is to let the
master mechanic decide fidly upon the quality or
character of the material, the purchaser acting
merely as the agent to secure its prompt supply at
the lowest market rates. This, we think, is as it
should be. The departments using material are
responsible for the outcome of its use and should
have the right within all reasonable bounds to decide
what guides and kinds are best fitted to the desired
work. The duty of determining whether the ma-
terial as received is up to the required specifica-
tions as to quahty should also come within the
scope of the mechanical department. The fact
that this department has passed upon the material
and found it up to its own prescribed standards will
prevent any division of responsibihty in case of
failure. The questions concerned in the mechan-
ical and chemical prosecution of such tests are also
more in the line of work of the mechanical depart-
ment than of any other. On the other hand the
purchaser, being in touch with dealers and the
market in general, is much better fitted to make
prices than the master mechanic would be.
Another point involved in this question of rela-
tionship between departments is the carrying of the
supphes when piuchased, which has been done in
some cases by the master mechanics, iigain by the
purchasing agents, and elsewhere by separate offi-
cers who report to the superintendent. In our own
judgment it is best that the actual carrying of the
stock should be in the hands of other parties than
either the master mechanics or the purchasers.
We cannot at this time detail all the reasons for this
opinion, but in general terms it seems most expedi-
ent that neither the person buying nor the person
using materials should have the care of them. Jt
is much easier when working under this plan to
check all matters relating to their quantity, quality,
price aud the receipts and issues.
The plan of having a separate official handle the
material does not in any manner interfere with the
department woik of the master mechanic or his
voice in determining the grade and quality of the
goods he desires to use. In fact, as we have al-
ready remarked, at no time since the organization
of the railway system of the country has the me-
chanical department had abetter chance than now
to determine upon the character of the materials
as most adequate to the service, and having so de-
termined, to have these materials purchased ac-
cording to the desired standards.
Even though the purchasing may be done by
one official and the carrying of the stores by an-
JULT: 1890.
THE RAIL^VAY MASTER MKCHANTC.
10!)
otlier, tlie master uiecbauic can decide as to the
quality of materials he wishes to use, and also has
the privilege of seeing that all articles as received
are up to the standards that he himself has estab-
lished. The quantity of goods or the details of
their handling does not particularly concern him
as long as what he needs for his work is promptly
furnished.
The master mechanic should have the fullest
voice in the matters of deciding upon the charac-
ter of goods to be used and should be furuished
with adequate apparatus and assistants to enable
liim to fonn intelligent decisions in the matter.
We are glad to see that these questions are being
taken up more thoroughly on many roads than in
times past. The result has been that materials
are required to be of better quality than formerly,
and of grades and character best suited to the
desired service, thus aiding in the economical
operation of the roads.
KNTEKT.VINMKNTS ATI
IK fONVKNTlONS
The proposition to form some kind of a permanent
organization of supply men to promote the ^' enter-
tainment" feature of the June conventions came up
this year and was urged with considerable force and
show ot reason. But the majority was evidently
iiijaiust such action. Strongest ol all in their oppo-
sition are the supply men who have been longest in
the business. Several of the most prominent of
these are emphatic in their hostility to such a
movement or to any steps in that direction. The
fail that such men— men who have grown up in the
railway supply business and with whom the railway
supply business has grown up— are so bitterly op-
pjsed to the movement, is a significant one. In the
face of such opposition it would certainly be unwise
to insist upon a perm uient organization for provid-
ing entertainment at the Master Car Builders' and
Master Mechanics" conventions.
No very great necessity for such an organization
has yet been shown. It has been urged that it would
l)e an advantage to provide for music, flowers,
badges, etc., in advance. But so far there has been
no sutTering for lack of these things, although pro-
vision had to be made for them at the very shortest
notice. The crash ot brazen instruments has not
been lacking at the mid-day meal, nor the tinkling
of cymbals when the evening came and the agile
"supply" man and the beautiful maiden glided
through the mazes of the dance. The corsage bou-
quet and the blossom for the buttonhole have been
provided. Boxes of candy have been dropped down
somehow from somewhere just in the nick of time.
Possibly badges with longer fringe and handsomer
fabric might have been supplied by a per-
manent eommittee which could take time in advance
to search the emporiums of great cities— but we
all know that the excellence of a badge consists of
the beauty of the lady who wears it— and that to trv
to add to the attractiveness of our ladies by ornate
badges is to gild refined gold and paint the lily.
The fact is that we do not want to have things too
nice. Theentertainmentsgotten upon thespurotthe
moment are always the most enjoyable. Nor do we
want to have the idea of "entertainment" too preva-
lent and pervasive at the conventions. Do we want
to have a cut and dried programme of "enjoyments"
lianJod to us as soon as we reach the plsice where they
are to be heldV Those who create the conventions
—the railway men who are members ot the a-ssocia-
tions— go for serious work. The last thing which
they desire or will allow is anything which looks like
turning a serious convention into a fete. Ther
an incongruity in the idea which is insuffer-
able. Whatever entertainments can properly be
enjoyed during hours of leisure and which are in
harmony with the occasion they have never
objected to. But the entertainment features must be
wholly secondary, and it they are not so numerous
and so perfectly carried out as they would be it
planned and provided for by a committee during
previous months, they are probably at least as en-
joyable and not half as liable to make mischief. In
this matter it is much better that the left hand
should not know what the right hand is doing. The
the more thoroughly those whose approval and i)ar-
ticipation are desired will be pleased. The path
which has been followed for many years has proved
a safe one and it grows steadily pleasanter. Is it
wise to try a new road at the entrance to which ex-
perienced guides have ])ut up plain warnings of
danger?
A FEW inventors have not yet fully realized the
utter hopelessness of any effort to introduce car
couplers which are not of the M. C. B. type and some
of these sj)ent money and time to show their inven-
tions at the convention. The sooner they abandon
this line of effort the less time and money they will
MOGUL FREIGHT LOCOMOTIVE - MILWAUKEE, LAKE
SHORE & WESTERN RAILROAD.
On the following page wo give a side eleva-
tion ot some mogul engines which have been
recently designed by Mr. .John Hickey, master mr-
chanic ot the Milwaukee, Lake Shore & Western
Railroad, and built by the Rhode Island Locomotive
Works for that company. In general design the en-
gine is perhaps no wide departure from the average
practice, but the engines have given exceedingly
fine results in their work on that road. They have
18x24 in. cylinders, drivers ■'jli in. in diameter, and
a total weight ot 106,000 lbs., of which 90,600 lbs. is
on the drivers. The boiler is 54 in. in diameter,
wagon top in form, and has 2(X) 2-inch tubes. The
fire-box is a deep one, and the crown is supported by
crown bars and bolts. The main frame is one forg-
ging as far as the cylinders, where the top rail is
made separate and bolted on. The running gear,
equalizing arrangement, etc., are of the usual style.
The driver brake, it will be noticed, has the cylin-
der placed forward ot the rear drive-s, instead of
back of it as is very often the case, and the fulcrum
for the bell crank lever is placed directly under the
filling piece between the top and lower rails of ihr
frame, above which is the fulcrum tor the equalizer.
It will thus be seen that the arrangement ot parts at
this point i.° well calculated to relieve the engine
frame from all unnecessary strain. The smoke-bo.x
arrangement is somewhat different from usual.
Starting from the top ot the tubes there is a plate
which has a slight inclination downward, and extends
forward to the front of the exhaust pipe, where a
regular deflector is placed. The latter has a slide ii.
it which can be operated from the outside of the
smoke arch by the lever and quadrant shown. Thf
netting starts from the to)) ot the deflector and
curves forward and upward to the top ot the urcli.
One would judge from the position of the deflector
that the smoke box would be almost self-cleaning.
and that most of the cinders would be ultimately car-
ried through the netting and up the stack, being
dead, however, before reaching the atmosphere.
Some ot the general dimensions of the engines ar-t;
as follows:
Gauge of road. .. ^ 4 fl, S'.j in.
Drivinir wheel base 15 It. ;J in.
Total wheel base ot engine 22 ft. 9 in.
Total whetl base of engine and tendL-r 44 ft.
Steam cht^'tvalvcs the oommon slidr (Richardson bul.)
Steam yiorts lUxlO in.
Kxhaust ports :i.\iliin.
Ill idgc I'l in. thick.
Inside lap
the level "to give notice to the gate-keeper in the
event of his not being on the alei-t, the engine-man
turns the waste steam of the locomotive into a pijie
contrived tor that purpose, and this causes a shrill
whistle which may bo heard at a great distance."
THE MASTER CAR BUILDERS' ASSOCIATION.
The Master Car Builders' Convention was held at
Old Point Comrorl., on .lune 10 to 12, inclusive, with
a good aUrnd:iii,'.-. l-rvsident William McWood in
thf chair, :iu I S,.i,i,m.v .I.W.Cloud at his station.
.Vinon^' 111 • Mil mil r> |.i'>;/nl, during the first or sue-
Dolbesr, A.
Duncan. T. G . C, W. & 1
Etteiigcr. C. W.
Martin
MarslK
MfR.'.'
c N.. I-a Crosse, Wis.
. U. & T. I'ao.. iiuUlow, Ky.
^ ,, , , 11 1.1 , 1; I .V I',, t'liitiiijio. 111.
.\fui- tlio u^ual routine preliminaries. President
McWood made his address, from which we make the
tollowinff abstract:
I. i In. diam.. No. la. W.
sl.aciiiit . . . .' ,...■.■.".'.... ......'.' .'.'.'.'.' .'.'.'. .'.'.V ' ii'i in. cenlc
Kire-1«..\ in..,ido .- XtxlH
Steam pres-sure l&'i 1
Welirhtontrucliln worltlnKordcr IMtXl i
Weight on drivers ii working onler lill.iiOO i
Total w eight in working order KW.UOU i
An early reference to the locomotive whistle
found in an old English time table is amusing: Timid
passengers wei-e warned that where " in some few
ctises" the railway crosses roads of small traffic on
ourspetiali:^ .i-n,i~\\, m , ..' ^iiuwii In the re|X)rt9 of
thevari.H- , i ..inment thereon, but
from tli'Mii . ..-, I' i/ons of the.world,
we may 1' i in in-ake power now
■•ivn 1" 11 .1 : .-- .. 1 1 II, I'-.-, to passengers in
- V. - |,n,ud of the
■ - I I I - I I . 1 ■ ■ iiint.', and the
_T, „i ii,,i : I I.. .111,1 - ..-..i, i, : . I:', 1 1,, ,;,v ,-,,iiferred upon
ii.c . 1, iii..,-.i ...-Lu i,j i>i. 1.^11.^- u.rtii aii.i iiiaii into closer
commuuiuation and relalionslup. and conveying the pro-
duct of one state and country to meet the requirements of
another. I see men before mewho are foremost im the van
of these to whom much of this progress is due. It is im-
provement in detail that has made railroad transportation
in this country ra]nd, cheap and safe, and it is for the pur-
1)086 of improving details that our association exists.
By our membership in the association we acknowledge
ourselves to be a unit in this one important part of railway
life and work. We acknowledge tha' wr- tm. r d, finit,.
ends and aims, and I am proud to say II a! til i n t
selfish ones, nor the aims personal or , i . , -.s
we are all apt, ill the midst of our daii .' i i h
to (I shall not say "forget," but) over;,'!! Mm lihi i m-
lerest, and the wider ambitions whivli sliuuiu .l,..u.n;...i,li
our actions. Perhaps we do not call to our reuolletiLiu:i as
often as we might, that wc exist for the sole purpose of im
THE RAILWAY MASTER MECHANIC-
a certain uniformity of development that
should accompany without retarding growth.
If I were to ask each one of you to take a retrospect, and
tell me what he has done during the past year, even the
most active one would humbly say; "Very little;" and it
is the existence oi this personal modesty that brightens my
hope for the future. Itisi"
not yet accomplished his aims, who v
and, being dissatisfied with the small i
will do better, and more.
Occupied,
vho realizes that he has
usually
delay
most of us are, in active and, oftentimes
I, we realize the full value of personal in
terchange of opinions and experience, and to many the
pleasant social intercoursi
together is a needed and ^
It is very pleasant to notice the steady growth and de-
velopment of the many railway clubs throughout the
country. The full discussion and interchange of opinions
with the many subjects brought before them, must tend to
benefit the parent association. The very important ques-
tion of the rules of interchange has received a great deal of
attention at their bands and is, I consider, one of the most
important subjects brought before this convention.
Since the first general meeting in connection with the
rules of interchange, which was held in the city of Chicago
in 1873, (and I see before me a considerable number of those
who were present at that meeting), it would be very difa-
cult indeed to calculate the benefits that have accrued to
railways since the introduction of the system of joint in-
spection became general, or how much it has done towards
facilitating the movement of traffic and removing those ob
which caused so many vexations and expensive
lys. Every member of the association is deeply inter-
ested in the improvement of these rules ; but let me beg of
you to consider carefully any proposed change, and only
sanction it for good and sufficient reasons. Many altera-
tions only lead to the confusion of those who have to deal
directly with them, and the plainer the language the more
easy of interpretation.
With a sincere hope that the present convention will be,
in every respect, pleasant and accomplish good work. I
thank you for the considerate patience you have
given me, not only this morning, but during the past three
years, and I can assure you that the courtesy and kind-
ness of your officers and members will be ever a green
spot in my heart and gratefully remembered.
Following the president" saddresscame the reports
of the secretary and of the treasurer. Secretary
Cloud's report showed the present membership to be
as follows: Active membei-s,141; representative mem-
bers, 100; associate members, 6; total, 247. This re-
cords a loss of 1 in active membership, and a gain of
8 in representative membership, the associate mem-
bership remaining the same. The cars represented
now number 911,417 as against 806,.530 last year — 42,-
499 of the gain being represented by new ap-
pointments. The secretary had collected during the
past year (including balance on hand at last year)the
sum of $.5,938-31; and had paid out, $4,059-50,leaving a
balance of $1,878-81, which had been turned over to
the treasurer. Treasurer Kirby's report showed
that there was a balance in his hands of $1,960.
Routine business was continued by a vote to keep
the annual dues at $o; the appointment of the fol-
lowing committee to nominate officers: F. D.Adams,
Jos. Townsend, R. H. Wilson, G. W. Rhodes, M. M.
Martin; the appointment of the following auditing
committee: Jno. MacKenzie, J. N. Barr, E. D. Bron-
ner; the election of J. H. Setchel to associate mem-
bership, and the proposal of D. L. Barnes for associ-
ate membership. Then the place of next meeting
came up and Mr. P. D. Adams broached a plan of
joint action with the Master Mechanics' Association
with reference to the subject. Mr. W. H. Day
moved that a committee be appointed to report upon
the advisability of the two associations having a per-
manent place of meeting with a permanent associa-
tion hall of their own at such place. The motion was
lost, but a motion by Mr. E. B. Wall to appoint a
committee to confer with a similar committee from
the Master Mechanics Association, and arrange a
plan for bringing the meetings of the two associa-
tions closer together in point of time was carried.
The following committee was appointed to see to this
matter: F. D. Adams, R. C. Blackall, B. K. Ver-
bryck, -Ino. Kirby and J. Lentz.
The report of the committee on the
STANDARD LETTERING OF FREIGHT CARS
was then read. The committee's recommendations
(lid not meet with general approval, and various
I members expressed a desire to have the markings
different from those proposed. Wm. Forsyth and B.
K. Verbryck thought that journal dimensions should
bo on the truck instead of the box. Mr. J. N. Barr,
while supporting the placing of journal dimensions
on the box of the car, found fault with the placing
of road name on the sides of gondolas instead of the
sill, for these sides arc frequently removed tempo-
rarily. After further suggestions the report was
July, 1890.
THE RAILWAY MASTER MECHANIC.
Ill
referred back to the same committee with instruc-
tions to report again next year.
The report of the committee on
BEST METAL FOR BRAKE SHOES
was not ready, and Mr. G. W. Rhodes, chairman of
the committee, made a verbal report, which was re-
ceived with marked applause. After stating that
although the committee had organized early last
year, it had not finished its investigations, and that
the Chicago, Rock Island & Pacific had agreed to
furnish engines, cars and track-room for the pro-
posed tests, Mr. Rhodes spoke in substance as fol-
lows
11 ^MHiM iia\ . I II iiiii'i'^^iiili' for me to have named any
Nl„ , i; ,., - . :i ; .. II- lieforehaud what the results
u,t ■' I'll 10 appointed sub-committees
ii. ' siiup. One of the committees
h.i-- ii.i. i,_ -i.iijv shop tests which they have
suii-' I !;■. i'Liiiiall,\ L'outirmed on the road; it has been
shnui, mat iih t , iii|iaVative friction of the dilTerent kinds
ul III- i.ils \ ,11 Its hill little in some cases. There is, how-
uvLi. .1 ^[i.it v.uiatio'n in the wear of the metals. The
prul.liiii iHiw liurme the committee is to make a practical
road lest which would clearly show the variation in fric
lion. If the momentum of the train being tested is such
that the brake power will stop the car in, say 2U0 feet, it
will be apparent that, with shoes having little variation in
frictiou, we probably will not show much, if any, differ-
ence in the length of stops. But if we can get a sufficient
track room and weight of train, then the slig:ht differences
which apiiear in the shop tests will be magnitled and reuro-
duced in the road tests.
In the shop tests and road tests we can weigh very read-
ily the wear of the shoes, and in the shop the wear of the
wheels, but how to weigh the wear of the wheels in service
we do not quite know. We expect to make the tests with
both the cast iron and steel-tired wheel. The indications
are that there will be little or no wear of the cast-iron
wheel. We, however, made a cast shoe with a
verj' hard chilled surface, and curiously enough, the
recorded friction of the shoe was equal to that
of the soft cast shoe and with very little wear in
the shoe. Further investigation developed the fact that
the wear had been all transferred to the test wheel. It
will, therefore, be all important to weigh the wheels as well
as the shoes. We are trying to find out whether we can
get weighing scales that will weigh accurately down to
ounces, and at the same time weigh a maximum load of
This will be quite diffi-
I take the shop tesis for the
wear ol wheels, anu waive consideration of this feature in
the road tests.
The report was received and the committee con-
tinued for another year.
The report of the committee on
STEAM HEATING .\,ND VENTILATION OK PASSENGER
CARS
was next read.It received only very slight discussion,
and the committee was continued for another year.
A suggestion that the committee report a standard
coupling was not received with favor.
The report of the committee on
PASSENGER CAR INTERCHANGE RULES
was read and the committee discharged. A few
changes were made and the code adopted and ord-
ered printed. We give it elsewhere as finally adop-
ted. The code will be printed separately from the
freight car code, and with a separate list of sub-
scribeis.
Wednesday was devoted entirely to the revision
of the
FREIGHT CAR INTERCHANGE RULES.
The arbitration committee presented a report on
proixjsed changes. The result of the day's work was
agreement on the following amendments:
Ilule 3, section b, was made to read, "seams 1 in. long or
any other poin
Hange, or se
of the tread.'
l{ule:i, section c. The words, "or diameter." at the end
of ttiL- lii-st sentence of the clause, were struck out.
i: ,' :: , . •: !, f The words, "or diameter." werestruck
I - The limit of the diameter of axle at
t.i I- . I . in. for. tO,0(X) lb. cars instead of 4\ in.
K I'l : s., 1 1, ,! s, paragraph 9, was amended by chang-
ing me uisi sentence, "Brake levers
safe height above the rail." to read t
levers and attachmenu not less than
oft
Rulc.i was amended by adding, "the card must plainly
specify each item for which charges are authorized." It
was also voted to have printed across end of one siae of
card the words, "Send bill on this card to — — -."
Kulo s was amended to read "Locks and grain doors are
at
KuU
vas amended by striking out the word "bel-
ie last sentence of the first paragraph of the
next paragraph was made to read "fn such
labor as per rule
shall be charged as per rule 12."
Kule 11 was amended so as to read the same as recom-
mended by the committee in their report printed elsewhere.
Rule 12 was amended by adding the following words at
■ ' ; "With the following ex-
count of defective axle the road responsible for damaging
the axle should not be charged for any difference in value
between the wheels used and those removed."
Rule 17. The following words were added : "The splic-
ing of two adjacent sills at the same end of the car will not
be allowed."
Rule 30 was made to read as recommended by the com-
mittee report printed elsewhere.
Rule "i- was amended by aiUliiig to the paragraph on de-
I" iiiii.ii. .I.I.. t.. :,._.,. thp ■^•■' • The amount, *.W for
iiii iii-.ii,- -, -i-.i 1 s ;i. ■ I,. ,.iiv itepreciation.
1' III iil\ the body of a car is
•I -I I .i|.. I -, iiin it elects to return
im: i..^ii..,, -L.ii, II.' |. ,1 .1 i-rdcr and, accompanied
Rule -j; was amended by stiikmg out everything begin-
ning with the word "except" after the word "track."
Rule 29 was amended in the manner suggested by the
arbitration committee in its report printed elsewhere.
New Rule— A new rule was inserted between the pres-
ent No. 15 and No. 10, which is as follows: "In repairing
damaged cars, M. C. B. standards may be used when of
design and dimensions that not mar or impair the strength
of the cars, in lieu of the parts forming its original con-
struction."
Thursday's work opened with the reading of the
report on
.JOURNAL BO.X, BEARING AND LID FOR 60,000 LBS.
CARS, AND LID FOR OLD STANDARD JOURNAL BOX,
which will appear in our next issue.
Mr. R. McKenna said he had signed the report
under protest, he objecting to the placing of the
pedestal bolts inside the box. P. D. Casanave, of the
committee, defended this feature of the design, con-
tending that it would not do to get too large a box
and that there was plenty of room for waste any
way.
The committee's design of l''letcher lid met with a
strong opposition, led by Wm. Forsyth, who con-
tended that the proposed design was not a Fletcher lid
at all; the latter hinged at the side and had bearings
at top and bottom, while the committee's design is
hinged at the top. Messrs. Urieves, Bissell, Cham-
berlain, Barr and Verbryck supported the attack on
the committee's design of lid, and when it was voted
to submit the proposed box, bearing and lid to letter
ballot it was also voted that the lid sent to ballot
should be the original Fletcher lid, and the commit-
tee was instructed to alter the drawings accordingly.
The committee refused to do this work and finally
Wm. Forsyth agreed to make the necessary draw-
The report of the committee on
STEEL PLATE AND MALLEABLE IRON IN CAR CON-
STRUCTION
followed. It received no discussion and the commit-
tee was continued for another year, on the ground
that the subject was of great importance and that
the coming year would witness developments that
would supply material for a second report as valuable
as the present one.
The report on
LOADING BARK AND LOGS
which followed was accepted, and, without discus-
sion, the committee's recommendations wore ordered
sent to letter ballot, that illustrated in Fig. (i, plate
A, being omitted, however, as being needless.
The report of the coramittcr on standard
HEIGHT OF PASSENGEH DRAW-BARS
which also (by request of the executive committee)
included the subject of safety chains, was read, and
after brief discussion the recommendations made
were ordered sent to letter ballot.
COMPLAINT OF THE WHEEL MAKERS.
Secretary Cloud read a communication from the
Wheel Makers' Association, in which the standard
specifications and guarantee wore indorsed, but com-
plaint was made that the whcil makers were wrong-
fully held responsible for ceitain classes of defects.
The communication was well received and it wa-
volcd to have a committee appointed to investigate
the claims of the wheel maker.-;.
BRAKE GEAR STANDARDS.
Upon motion of K. B. Wall an additional feature
of brake gear standards was adopted, viz.: the fixing
of the lateral angle of truck brake levers at 40 per
cent, from the perpendicular. This is intended to
do away with the varying angles to whiih the slots
in metal brake beams are now made.
Mr. Wall also moved that a committee be ap-
pointed to look up the status of standard air brake
rigging— how extensively it is used, how it can be
improved in detail, and how its general use may be
hastened. The motion was carried.
Mr. Schroyer pointed out that a serious discrep-
ancy existed in brake rigging standards; the old
standard position of the brake shaft was on the left
side of the end of the car, while the drawings of the
newly adopted air brake sUmdard rigging shows the
shaft on the right side of the end of the car. The
matter was referred to the new special committee on
brake standards for settlement, the committee being
instructed to report to the first meeting of the ex-
ecutive committee.
COUPLER STANDARDS.
Mr. E. B. Wall oflfered the following motion,
which was adopted:
That the executive comniilli . i-, ,,..,; i,, ,i-,.ii;,iri
if the M. C. B. type coupieis I i ' i i .; s ii,,.
various manufacturers coiiliii II i, i .1 ii,, as
sociation, and that they su In 1 , , :i r
the association in the mainlenui 1 it,.-, -i.in.iai .1- also
that the executive committee be enii)owei-ed to issue such
gauges or siwoial instructions prior to the next con\'ention,
if they find it advisable to do so.
STEAM HEATING FITTINGS.
Upon motion of E. D. Nelson, it was voted to sub-
mit to letter ballot a proposition to adopt a standard
'Z in. female fitting at the end of steam train pipe.
MISCELLANEOUS BUSINESS.
Upon motion of G. W. Rhodes it was voted that
committee reports be in the hands of the secretary
by May 1, and that the latter have them printed and
sent to members by June 1. .
The election of officers resulted as follows;
President, John Kirby; first vice president, E. W.
Grieves; second vice president, J. S. Lentz; third
vice president. T. A. Bissell; treasurer, G. W. Dem-
arest; executive members, J. W. Marden, J. N.
Barr, W. H. Day.
In the vote on place of next meeting, Cape May,
Montreal and Buffalo were the three receiving the
highest number of votes, and the executive com-
mittee will make a selection from them.
Col. H. G. Prout, of the Railroad Gazette, was
proposed for associate membership.
Resolutions were passed recognizing the courte-
sies extended by the Hygeia Hotel, the Chesapeake
& Ohio, New York, Philadelphia & Norfolk, Norfolk
& Virginia Beach, Baltimore & Ohio, Richmond &
Danville and Norfolk & Western Railways, and the
Pullman Palace Car Co., and expressing apprecia-
tion of the daily reports published by the North-
western Railroader.
The convention then adjourned.
The subjects for next year will be "Joint Inspec-
tion," and the following continued subjects: "Let-
tering Freight Cars," "Best Metal for Brake Shoes,"
"Steam Heating aud Ventilation of Cars," "Steel
and Malleable Iron in Car Construction.''
A Notable Contest— The Convention "Shooting Match."
.■V "shouting match" with army rilles between a
team of railroad and supply men and one of marks-
men selected from the officers and enlisted men of the
batteries now garrisoning Fortress Monroe was tho
most unusual and unique of all the convention "en-
tertainments.'' The match was arranged by Mr. St.
John, of the Safety Car Heating ci Lighting Com-
pany, and W. C. Johnston, Jr., of the Johnston Elec-
tric Train Signal Company, who h;u, an international
reputation as a marksman both with rifle and revol-
ver. The military authorities of the fort heartily
welcomed the suggestion of such a match and did
everything in their power to uakc the occasion en-
joyable. The match took place on the practice
grounds of the garrison.
Following are the names of those composing the
teams, with their respective scores;
112
THE RAIL^VAY MASTER MECHANIC.
July, 1890.
The coaches of the teams were Mr. .lohnston and
Captain W. P. Vose. When it is ivmembered that the
BOldiers were selected men who wore marksmens
badges, and that many of the other team had never
fired a regulation United Stales rifle before that day
the showing made by the " scratch team" is not s(
bad.
THE MASTER KECHAHICS' A8S0CIATI0H.
Work of the Convention Held at Old Point Comfort, June
17-19, 1890.
I WITH THE EXCEPTIOS.1 SOTED THE rOMMlTTBE KEP
HErERREl) lo .vrl'EAK IN OTUEK CDI.l'MSS OF THIS P.\l
The American Railway Master Mechanics' Asso-
ciation met in general convention at Old Point Com
fort, Virginia, June 17, with President R. H. Briggs
in the chair and Secretary Angus Sinclair in charge
of the recoi.l-. Viiimi^ tliose in attendance during
the first oi- - ,i; -.--i.. lis were the followicg
(■•harles. T., St. h. & K. I.. Frankfort, Ind
F. P.. O. & M., Vinctnnes. Tnd.
. D. fi K S I., rxrnnrt Rapirts
ks.. Home, N.Y.
, SchnecUidy. N. T.
Miiiii.. "iiimi.x., Ui.nKc-r.v liiiiiiUiiir. (lilcatro, HI.
I'roceedings were opened with prayer by Mr. Geo.
rtoyal, following which came an address of welcome
by Mr. M. E. Ingalls, president of the Chesapeake &
Ohio Railway. Mr. Ingalls greatly pleased his
auditors by steering clear of "shop talk" and devot-
ing the greater portion of his address to the histor-
ical a.ssociations clustering about Old Point Comfort
and neighboring places. It was an interesting and
inspiring talk, and gave those present some fresh
ideas about the south and her political and industrial
status. It was warmly received.
> Mr. Briggs\annual address, which followed, was
aarks we make
of unusual excellence. Prom I
the following extracts:
The prosperity of our country since our last assembly has
been attested by a large additional railroad mileage', and
we learn from reliable sources that more miles of new rail-
road will be built this year than in 1S.SII. When we reflect
that the extreme boundaries of our country are already
connected by existing railroads, from the oceans that bathe
our eastern and western shores to the Canadian and Mexi-
can limits, we see at once that our railroads are not to
reach new territory in any great beyond, but are in the
natural development of our intemal country, and we, as
master mechanics, have for our special work, not the crea-
tion of any new machine to accomplish locomotion, but
rather the evolution of our present engine, that we may
reach the highest efficiency in speed, in power, in durabil-
ity and in safety, at the least cost in its original construc-
tion, consuming properties and expense of keeping up.
given way t
that in some sections of (
may be successfully Msed, and we
the suggestion of our associate me
item in the cost of steam making.
ional uniformity in construction, severe grades demanding
special local
ties; but when we travel through our country and see the
different locomotives at work we cannot but be struck
with the great similarity of these powerful machines, and
we feel a glow of pleasure in the knowledge that the exists
ing uniformity and excellence has been attained more
through the labors of this association than from any other
influence. This thought inspires us with confidence in our
progression, and we look forward to our annual convention
in the full security of individual improvement as members,
and enlarged and enlightened service for the companies we
As we contemplate the immense work that our locomo-
motives have been made to perform in the transportation
of the harvests from the prairie to the seaboard, in the
movement of all living and dead freight, creating cities, es-
tablishing markets, breathing life and civihzation, making
the "desert even blossom as a rose," let us not forget the
grand army of faithful engineers and firemen ' '
whose
these vast machines are entrusted, an
larger in numbers, stronger in discipline, richer in intelli
gence and higher in bravery, than i
Alexander could
I be done. Science
done, but mucl
proving our knowledge as
"■" " ' daily improving the learner
chanics i
machines,
you and I were yc
of fuel;
of
former days,when
bers of the rank and
file, to search after this knowledge— by the aid of a tallow
dip, perhaps; the knowledge thus obtained by those early
pioneers of progress has been so concentrated and compiled
that it is now within the reach of all; and a few cents will
place those most precious thoughts within the grasp of the
student. Let us unite in our endeavor to educate our men
in their profession, inducing them as far as practicable to
read and think over the scientific literatui'e flowing to-
wards them. Animated with such knowledge coupled
with their daily experience, the evolution of service to our
companies must result, and we and they will have an en-
during place in the history of our progression.
Your committees have labored diligently with the work as-
signed to them at your last convention and we besneak for
their reports your earnest attention, making special refer
ence to the one on the compound locomotive.
We do not pretend to any knowledge in the untried future;
we would not at all be understood as desiring to frown
upon any advanced idea tending towards development and
progression ; we place an abiding trust in your intelligence
and sagacity and earnestly hope that you will devote such
far reaching inquiry and consideration to this subject as
will enable you to successfully cope with the question in all
its bearings, that all its salient points shall stand revealed ;
for which this association shall reap its :" ""
honor i
I credit.
The secretary and treasurer's report showed that
le membership was 36.S against 322 last year; the
cash received during the year was $2,266*50, cash on
d last year $!)(W02, total $3,174-.')2; disbursements
193-8.5; balance $1,080-17.
[r. J. H. Setchel, custodian of the Boston fund,
reported that it now amounted to *6,400 in 4 per
. bonds, and an additional sum of uninvested in-
terest amounted to $278-13. Subsequently, upon mo-
tion of Mr. Setehel it was voted to appoint a com-
mittee to consult with the Stevens Institute of Tech-
nology, the Massachusetts Institute of Technology,
and Cornell University, as to devoting the Boston
fund to scholarships in these colleges to be enjoyed
by sons of members of the association who excel in
locomotive work.
Upon motion of Mr. J. H. Setchel it was voted that
Beers of the association be hereafter elected by
ballot without nominations.
Messrs. Barnett, Swanston and Bushnell were ap-
pointed an auditing committee and subsoqently re-
ported that the accounts and funds of the association
are in projier shape.
The allotted hour for special subjects having ar-
rived, the
BEST METHOD OF FITTfNG BOLTS,
introduced by Mr. Jas. Meehan, was taken up. Mr.
Meehan said he had found great advantages in
using standard gauges and reamers, fitting the bolts
to his gauges and finding them all right when used.
He reamed the hole straight.
Mr. Sprague also fitted ahead and used straight
bolts.
Mr. Pitkin used standard cast iron gauges and
fitted his bolts— which are tapering— to them.
Mr. H. J. Small used tapering fits, but fitted to the
hole.
Mr. Leeds used a slight taper and fitted to ring
gauges. When bolts passed through cast, after
wrought, iron he reamed the holes slightly larger in
the former. He also used taper fits on crank pins,so
that on the last 2 in. of fit about 10 tons extra pres-
sure was required. Several other members agreed
that a tapering fit was necessary in bolt work aa
well as on crank pins and axles. .
Mr. M. N. Forney here introduced the question as
to the
SAFETY OF PONY TRUCKS
under the front end of fast engines. It was discussed
at length by Messrs. Hemphill, Robprts, McCrum,
Setchel, Pomeroy, MacKenzie, Sprague, Finlay,
Barnes and Sinclair. The next day it was again dis-
cussed, the additional speakers being Messrs. Camp-
bell, Peck, Griggs, Leeds, Cromwell and Barr.
While the usual reasons for failure were given by a
few the large majority of these speaking were satis-
fied that the pony trucks were safe — experience hav-
ing proven their safety, although the convention re-
fused to formally go on record on this point. No one
could point to an accident resulting from the use of
these trucks, although Mr. Angus Sinclair referred
to two cases way back in early days, due to wrong
length of radius bar; Mr. Sinclair, however, held
that the prejudice against moguls was purely senti-
mental. Mr. Setchel made perhaps the strongest
talk against the pony truck; but he acknowledged,
in effect, that the improved track of later days re-
duced the danger; he knew of no trouble with mo-
guls, but thought there might readily be. An at-
tempt to got the sense of the meeting that pony
trucks were as safe as four-wheel trucks, failed.
JOINT PLACE OF MEETING FOR BOTH ASSOCIATIONS.
Under the head of new business, Mr. Setchel in-
troduced a resolution to appoint a committee to con-
fer with the committee appointed by the Master Car
Builders' Association on the subject of same place of
meeting, and to urge that the latter association meet
on the second Wednesday in .June, and the Master
Mechanics' Association on the following Monday.
A committee to do this work was immediately ap-
pointed, as follows: O. Stewart, Charles Graham, D.
Clark, G. W. Stevens and John MacKenzie.
Four names were here presented for associate mem-
bership, as follows: Prof. A. T. Woods, Illinois uni-
versity; W. H. Marshall, Rjiilway Review;
Leckslie, of Cleveland, and W. D. Crosman, Rail-
■WAY Master Mechanic. The committee appointed
to consider these names expressed a desire the next
day to defer their report until next year, and also
gave notice that next year they would propose a
change in the constitution, requiring one year's
notice on application for associate membership.
master mechanics' standards.
Mr. John Hickey introduced a resolution (which
was carried) providing for a committee to look after
the standards of the association, recommend any
changes or additions necessary and to make arrange-
ments for having the standards appear in the back
portion of each year's report of proceedings.
The report of the committee on
COMPOUND LOCOMOTIVES
was read, and was listened to with the closest atten-
tion. Discussion was deferred until Wednesday
morning, when Mr. Barnett, of the committee, di-
rected attention to some leading features of the
report, spoke with confidence of the value of com-
pounding in locomotive practice, and questioned the
soundness of the claims that the economy of the
compound is due to the highest pressures used.
Prof. A. T. Woods said he had at first serious
Jm-Y, 1890
THE RAIL^A^AY MASTER MECHANIC.
113
doubts as to the valut of compounding in locomotive
work; there seemed to be unsurmountable ditticul-
ties. These diRiculties have, however, been over-
come. The same arguments have been used against
compound locomotives as were used against com-
pound marine engines, but they have been met by
successful applications of the principle in both lields
of work, and in marine practice wo have triple and
quadruple expansions. A compound locomotive
does not handle, economically, as wide a range of
work as a common locomotive; it should, to obtain
maximum economies, be designed especially tor the
work it is to do.
In the course of his remarks Prof. Woods said the
iinly recorded failure of a compound locomotive was
that of an engine built for the Boston & Albany, and
Mr. Pitkin explained that that was a four cylinder
tandem and believed that the failure was due to
errors in mechanical construction rather than to the
principle. Mr. Barnett thought the failure was due
to absence of the inventor (Dunbar) during the de-
signing and building of the engine.
A letter from Mr. Leeds, of the L. & N., to his
general manager, J. G. Metcalfe, was read. Mr.
Metcalfe had asked if the purchase of compound lo-
comotives would be advisable, and Mr. Leeds at con-
siderable length reviewed the status of the com-
pound. He acknowledged au economy in good de-
signs of 1-5 per cent., but contended that part of this
was lost in repairs. He advised waiting until further
data was obtained concerning the work of American
compounds.
Mr. Sinclair said he was at first against the com-
pound, and then favored it. But his observations
on his recent European trip had made him again dis-
trustful. Upon returning, however, and watching
the work of the Michigan Central compound he had
been again converted, and he now firmly believed
that the compound had a future.
Mr. Barnett, referring to repairs, said that some
of Worsdell's compounds were not in the shop for
three years. Webb's practice was to get 100,000
miles a year out of his compounds, and that service
should surely develop defects if they exist.
Mr. Pitkin said there was no opportunity for ex-
cessive repairs in the two cylinder type. The in-
tercepting valve wa-s the only additional part need-
ing especial care, and it needed less than the air
pump. Concerning working he said the Michigan
Central cdmiKJund effected a saving of 1-5 to 22 per
cent, in passenger service. He thought that with
two cylinder typo, cut-off of less than 8 in. would re-
sult in enormous back pressure— the cut-off at high
speeds should be 10 or 12 in.
ROUTINE UUSINESS
was here taken up for a few moments. Mr. .John
MacKenzie gave notice that at the next convention
he would move an amendment to the constitution by
which the executive committee would have the
|x>wer to act in reinstating members. Mr. Jno.
Hickey gave notice that he would propose an amend-
ment by which car building works might be repre-
sented by two members each. Mr. J. M. Foss, of
the Central Vermont Railroad, was elected an hon-
orary member of the association.
TESTING LAHOKATOKIES.
The committee on testing laboratories, chemical
and physical, had no report and explained that it had
had a misunderstanding with the secretary as to the
scope of its work. It was voted to continue the com-
mittee, but at a subsequent session, one of the com-
mittee resigned, and the vole was reconsidered and
it was agreed to apjxjint a new committee.
The report on
LINK AND OTHER VALVE MOTIONS
was then read. It was received without discussion,
and will appear in our next issue.
The report on
FIRE BOXES ABOVE FRAMES
was also received without discussion, but the subject
and committee were continued for another year.
The report on the relative value of
STEEL AND IRON A.XLES
was then read and received a short discussion. It
will appear in our next issue.
Mr. Geo. Gibbs said that cxi)erience on his road
had shown steel to heat more and wear more than
iron, in both axles and crank pins; but this experi-
ence dated back some time, with the old steels-
modern steels might show better results. But with
any steel we must look out for liability to fracture
at sharp corners of fillets.
Mr. Swanston used steel and obtained a journal of
more uniform texture. He got better mileage out
of steel on the average, but thought a really good
iron axle as serviceable and satisfactory as steel.
Mr. McCrum fjund excessive wear in steel axles,
but yet no tendency to heat; ho had never found
steel that would burnish is well as iron.
The subject and committee were continued.
An excellent report on
EXHAUST I'U'ES, NOZZLES AND STEAM PASSAGES
opened the technical work on Thursday. It was
quite freely discussed by A. W. Gibbs, Geo. Gibbs,
and L. S. Randolph. The subject and committee were
continued, and the committee is to be enlarged. The
great variations in practice and conditions pre-
vented the recommendation of any plan to determine
the size of the exhaust no/./.le in proportion to any
other part of the locomotive. The members of the
committe had engaged in original experiments and
would continue these experiments. Among other
plans was the purpose of obtaining data by the use
of a new apparatus designed by the committee for
obtaining the vacuum in the smoke bo.x.
A report upon
BRICK ARCHES
was read. It was more freely discussed, perhaps,
than any other report, and in opening this discussion
Mr. Setchel expressed a belief that there was more
to be saved through the use of a properly designed
fire brick arch than from compounding. The ensu-
ing discussion was devoted almost exclusively to
methods of supporting the brick. A few feared dan-
ger from bursting pipes where the brick were sup-
ported by circulating pipes; but the majority of the
speakers reported using tnese with success.
The report of the committee on
CORROSION OF WATER TANKS
was read, and passed without discussion.
The committee on
PURIFICATION OF FEED WATER
made a verbal report, stating that it had collected data
for a report, but a serious accident to Chairman
Small had prevented its preparation. The subject
and committee were accordingly continued for one
The report of the committee on
TENDEK AXLES
was read and accepted, and its recommendation that
the M. C. B. axle for 60,o0(l-lb. cars be adopted as
the standard for tenders was formally approved. It
was voted that drawings of this standard be printed
in the annual report of the association.
THE M. C. n. COUPLER.
Mr. Hickey, of the committee on the present status
of the automatic coupler question, which committee
was also to report as to whether the Master Me-
chanics' Association could indorse the action of the
car builders in adopting the vertical plane type
"from a mechanical standpoint," made the following
verbal report:
The committee have no regular report to make. I desire
to say for the committee that this action has not occurred
because of lack of energy or interest, but because we were
unable to obtain a sufficient
which to base a report that \
tionable. Rather than undcrtiikc and submit a report that
would be unreliable, we concluded not to report at all fur-
ther than to explain our position. I would like to say that
if the committee is tx) be continued, which the committee
would like to have done, I would ask every member of the
association to get all the information they possibly can on
this important question: to post themselves fully on the
mechanical construction of the coupler. It is one of the
ortant questions before the American liailway
echanics" Association. It is a question that we
uch longer avoid. We have to face the issue, to
place ourselves on record. Support the committee by
answering fully the questions asked by the committee,
when our circular is issued.
The committee was continued as requested.
SUBJECTS FOR NEXT YEAR.
The committee on subjects for next year reported
the following:
I. Washing Locomotive Boilers, methods in use causing
least delay. Washing effect on plates of fire-box while re-
taining heat from the brick arch. Situation of washout
plugs. Describe plan for washing out with hot water.
Master I
■J. Best Material for Crank Pins, and proportions for
same suitable for engines having cylinders 17, IS, 10 and
•-•0 in. in diameter.
S. Comparative Advantages of Opsrating Locomotive
with different Crews on the First in and First Out Plan,
and that of confliiiiis; men to certain engines; the latter not
running a L'T-'':t«.M- (I'lni'-pr of miles than can be rendered
by their i-i-u ,ii . i> \'^ Disiuss any improvemeuts in the
4. E.\iUiir
Relating i" ".■ i -'
Ability UjM.cI l)i..,ur,ki ur Hi
what extent I'racticed, anil i-^
5. Locomotive Rods, Contu ■
material for and best form ' ' t
ends, and those constructed w i
6. Office Dials, most convui.i
location, in what service and i
^ and Pin
1 their du
ch questions as may be
7. Relative Economy and Safety of Using Eight Wheel.
Ten-Wheel, and Mogul Type of Locomotive for Freight and
Passenger Service. It is suggested that the members of
this committee be authorized to interview any member or
members of the association on this subject, and that it be
the duty of ail members so required by ' ...
appear before them and £
S. Best Form of Brake Shoes for Loijomotive and Ten-
der Brakes; determine the increase of mileage between
turnings when various shoes are employed.
A suggestion by Mr. Barr that a committee be ap-
pointed to report on electrical appliances, as applic-
able to railway work, was referred to the executive
committee. This committee was also given power to
select, as it thinks best, from the list of subjects sug-
gested.
ELECTION OF OFFICERS, ETC.
The election of officers resulted as follows: Presi-
dent, John MacKenzie; first vice president, .lohii
Hickey; second vice president, William Garstang;
secretary, Angus Sinclair; treasurer, O. Stewart.
It was voted that committees should submit their
reports to the secretary by May 1, and that the latter
should send them to members not later than .lune I.
Resolutions were passed thanking M. K. Ingallsfor
his opening address, and George Royal for his open-
ing prayer; also thanking the Chesapeake & Ohio
and Norfolk & Virginia Beach Railways, and the
Richmond Locomotive Works for courtesies ex-
tended, and the Northwestern Railroader for its
daily reports.
The vote on place of meeting was as follows: Cape
May, 3S; Montreal. 5;. Buffalo, 1; Put-in-Bay, 1.
Upon closing up this miscellaneous business tli^
convention adjourned.
PERSONAL.
Mr. H. M. Montgomery, for several years chief draughts*
man of the New YorU & New England road under Mr.
Henney.has Just completed someimi>ortaut special mechan-
ical engineering work for the Morion Safety Heating Co.,
of Baltimore.
W. Beardsley has been appointed master mechanic of the
Fort Wayne road, at Allegheny, vice G. J. Parkins, re-
signed.
Mr. Jas. McNaughton, formerly master mechanic of the
Northern Pacific at Livingston,has been made general mas-
ter mechanic of the Wisconsin Central, vice John Player,
who, as announced last month, has become sui>erintcndent
of motive power on the Santa Fc.
Mr. F. L. Sheppard, superintendent of motive power of
the Pennsylvania Railroad division of the Pcnusylvania
Railroad has been made general superintendent ol that di
vision vice Robt. Petlit, resigned. Mr. J. M. Wallis, super
lotive power of the Philadelphia, WilmiiiK
& Baltimore, takes Mr. Shoppards old place.
Jit against C. H. McKibben, late purcliasing agent of
on Pacific, has been brought by that road for the rocov
of certain moneys which he is charged with wrongfully
ng. His methods arc alleged Ui have been to award
ligher than market prices and divide the
with the contractors.
Ma. Jno. W. Cloud, secretary of the Master Car-Buildersi
Association, has moved from Buffalo to Chicago. His oftice
will be in the Rookery Building.
Leading among the distinctive features of the con-
ventions were the daily issues of the Northwestern
Railroader, which, with its usual grit and vim over-
came all the difficulties which face such work as it
yearly attempts, and gave promptly and freely each
day the proceedings of the previous day's sessions.
Both conventions very properly recognized the ser-
vice thus rendered to their members by special reso-
lutions of thanks. The reports prepared by this en-
terprising journal were good, and typographically
its convention dallies never looked so well.
THE RAILAATAY MASTER MECHANIC.
THE MASTEK CAR BUILDERS' ASSOCIATION
Your committee to report on loading bark and logs on
cars, respectfully submit ihe following for loading timber,
telegraph poles, masts, spars, etc.:
When two cars are required, one good, sound bearing
piece or saddle must be selected, of suffic-ent thickness to
keep limber clear of the car floor throughout, and placed
on each car, as shown in diagram Xo. a, plate A; but if the
timbers are too short for the saddles to be so placed, Ihey
may be brought to any point between the trucks sufficiently
near to each other to "pi'event the shortest from working
out between the stakes, two stakes being fixed on both
sides of each car in pockets nearest to saddle or bearing
piece, and tied across with telegraph wire to keep the load
from spreading, one wire being over the top of the load,one
about one-third down, so as to prevent the stakes working
or spreading out. The stakes should be made of exception-
ally good material.
When a few poles have to be loaded on the top of two
cars of short ones, a bearing piece must be securely fixed
across each car on the top of the short poles, to keep the
long ones clear, as shown in diagram No. 4, plate A. Only
two of the stakes on each side of such cars must run up so
as to allow them to curve freely.
When the timbers are too long to be safely carried on
two cars, a third must in all cases he used, the load to be
kept entirely clear of the center car by one bearing piece
being placed on end cars, and the whole tied and staked as
before described, as shown in diagram No. 1, plate A.
Should there be sufficient timber for two loads, either of
which would require a third car, but the total length
which will not be equal to
1 upon two ca
of sufficient thickness to
floor throughout, at a point between the trucks of each car
and near to those next to the end of the load, the fifth car
being placed between the two loads so as to cover the pro-
- jecting ends, as shown in diagram No. '2, plate A. The lim-
ber in this, as in ail other cases, must be tied with wire in
the manner before described.
The load must not project more than four (4) inches be-
yond the end sills. Care must be taken that the height of
the loads be not greater than as shown in diagram No. 6.
When the load occupies more than one car, the weight
carried should not be allowed to exceed two-thirds of the
capacity of the cars on which the load rests, and particular
care must be taken to prevent overloading.
than five cars, (
ch load
Racks for loading bark on cars are generally furnished
by the shipper, which is usually done in the ehe'apest man-
ner possible and which causes trouble and delays at termi-
nal stations and while in transit. Shippers, however, are
willing to have some uniform manner adopted by them for
racking cars. Your committee deem it advisable to present
the plan shown on plate B for that purpose for your con-
sideration, and. if the same be approved, to suggest that
each road furnish a copy of this plan to the different ship-
pers 80 that cars may be racked to conform with it.
Respectfully submitted,
R. C. Bl.V(K.\I.L,
F. D. AOAM^.
W. McWnui..
Committee.
The largest and most important plant in the United
States for the manufacture of pressed steel forms for rail-
road equipment is the Fux Pressed Steel Works at Joliet.
This concern is work'ng under the direction of Mr. Samson
Fox of Leeds, England, inventor of the Fox corrugated
boiler flue.
It was in connection with the flanging of these flues that
Mr. Fox gave his attention to the system of hydraulic pres-
sing, which led him to the invention of flanged forms for
use in locomotive and car construction. These forms are
produced complete at one heat, with facing strips for the
attachment of necessary fittings; and with sufficient rigid-
ity in all directions so as to dispense with the use of angle
irons. The regular practice at present in car work, espe-
cially in the manufacture of trucks, is to rivet and bolt
together pieces of cast iron and wood. Fox's flanged
frames arc in one piece, and they must possess a superior
strength and endurance in service, as compared with built
up frames. The quality of the metal is tested in each pro-
duction, for if it did not possess strength and ductility in a
high degree, it would not endure the severe stress due to
the process of pressing. The metal used is oi)en hearth
steel having a tensile strength of 50,000 to rM.unii lbs. per
square inch, and an elongation of 25 per cent, in 4 in. The
plates are heated to a bright yellow color, and formed under
hydraulic presses working at a pressure of boU lbs. per
square inch.
The product of the Fox Pressed Steel Company is familiar
to you all. A good example of a truck side frame was ex-
hibited at Alexandria Bay in ISSS. Pressed steel center
plat«s made by this company are now in service in large
quantities on 13 or 15 different lines. The weight of the
plates thus replaced is reduced to less than one-third the
weight of castings, and the tensile strength per square inch
of the material used is three or four times as great, while
the ductility of the steel plate renders it practically inde-
structible, and makes it particularly well adapted to resist
the severe shocks to which center plates are subjected.
On account of the expense and delay in making dies, as
well as the matter of interchange repairs, it is desirable
that a few standard forms for pressed steel center plates
be selected and recognized as standards by the Associa-
tion. We therefore present several different types ot
sufficient variety in design to meet the wants of most
members, and they are shown in Nos. 154, 172 and 6 of the
Fos Company, and No. 5 of the Schoen Company.
Pl-ATB A.
'^ ) ( ) ~n~n^TT ( ) "'■' {ycT {) i)
TTtT
TTTT^^CTT)
mTTTTT
TTTT
DIAGRAM FOR RACKING CARS FOR LOADING BARK.
The c.italofrue of the Fox Steel Company exhibits the ap-
pliciition of their process to cocoplete freight and passenger
trucks and complete steel cars.
The pressed steel freight truck class D, designed to re-
place the ordinary diamond truck, weighs 4,800 lbs., as
compared with about .5,000 lbs. for the latter, and the cost
of the steel trucks is very little more than the diamond
form. Class L is another form of pressed steel freight
truck, in which pedestals are used to relieve the frame
from the severe shocks experienced in the diamond form
where the journal box is rigid to the frame. In this de-
sign springs are placed on the side frames, and the load is
transmitted to the journals by the introduction of equal-
izers. This truck weighs only 5,200 lbs., or 200 lbs.
more than a diamond truck, but its action on the track as
well as its effect on the motion of the car body must be
nearly equal to that of a regular passenger truck.
The Schoen Manufacturing Company, of Philadelphia
has been making pressed steel stake pockets and centel
plates for several .years, and it has its center plater
on about 7,000 cars. It is now making a pressed stee'
draw bar attachment, which is already in use on nearly
2.000 cars. It is also making a pressed steel brake
beam. Mr. Schoen has designed a steel gondola car
only 18,000 lbs., having a capacity of 60,000 lbs.
was illustrated in the Railroad Gazette of May
erecting a plant i
Pittsburgh
No. .5, draw bar attiictunent, and stake pockets.
The Michigan Kuilway Supply Company, of Detroit,
makes a pressed ste.-l brake beam called the "Central
-steel brake beam." wliich is already used to a considera-
ble extent. Tne same company manufactures a grain door
(or box cars made of thin steel plate, and it is now in suc-
cessful use on several hundred cars on the Michigan Cen-
tral Railroad. The cost of .the pressed steel door is about
the same as that of wooden doors with their fixtures.
We present illustrations of these two specialties of the
Detroit company.
MALLEABLE CAST1S09.
as to the "Use of Malleable Iron in
hrough communication with the man-
latorial and the manufacturing car
Our investigatio
Car Construction,'
ufacturers of the
builders would ind
and that it is extending rapidly. Its use is conflped prin-
cipally to those parts formerly made of gray iron, but in
some instances it is substituted for wrought iron, as will
he observed in the attached list of parts now being success-
fully produced b.v the manufacturers.
Tiie advantages of malleable c .stings over the gray iron
are greater strength, lightness and durability. Wherever
a part is subject to shocks or stresses other than those of
compression, the value of malleable castings
parent. The tensile strength of good malleable iron of
proper designs is about fourflfths that of wrought iron,
such as used in car construction. The facility with which
a casting, with many of the properties of
wrought iron, can be maie, renders its substitution
desirable for parts where forgings are
expensive or impracticable. That this is appreciated
by our designers is shown by its extei
ing use in small parts of cars as shown
list.
e and increas-
the appended
reduction in the weight of the parts used
ly be obtained by the
of malleable iron castings. The claims
of the manufacturers and users would indicate that,
generally, a gray iron casting can be reproduced in malle-
able at about three-fifths the weight of the gray iron.
Taking the weight of castings now used in a 60,000 lb.
car, say at 3,500 lbs., the reduction in dead weight would
be 1,400 lbs., per car by the substitution of malleable iron.
The durability of the material on account of its greater
strength will commend it to those appreciating the cost of loss
of service of cars on account of repairs to broken parts,to say
nothing of the direct outlay of the renewal. The advan-
tages of strength, lightness and durability being apparent,
the question of cost arises.
Manufacturers state that for large orders for the build-
ing of cars where the malleabe iron would be used through-
out, it could be produced and sold for three cents, or per-
haps under that figure, per pound. Taking our weights oj
castingsa" '^ ""
; would be.per 60,000
3,500
Malleable iron scrap, however,
malleable iron at 3 c tB'OO
valuable as cast
scrap, being about as' follows, varying with the market:
C;ist soriip, perton.net $15'00
Malleabe scrap, per ton, net 1000
Malleable iron, though, would greatly reduce the amount
of scrap produced, so this question loses most of its weight.
All the makers of the M. C. B. type of coupler have adopted
malleable iron as the most durable and economical metal.
The strength of malleable iron castings depends very
much upon proper proportion in designing the pattern. The
following rules may therefore be of advantage to draughts-
1. Never run abruptly from a heavy to a light section.
3. As the strength of malleable iron lies in the skin, ex-
pose as much surface as possible. A star shaped section
is the strongest possible form in which a casting can be
made. For brackets use a number of thin ribs instead of
one thick one.
3. Avoid all round sections ; practice has demonstrated
this to be the weakest form. Avoid sharp angles.
4. Shrinkage, generally, on castings will be 3-64 of an
inch to the foot smaller than the pattern.
JOLY, 1890
THE RAILW^AY MASTER MECHANIC.
Brake wheel ratchets.
Brake beam fulcrums.
Brake lever jaws.
Car door fastening, various
list of malleable castings i
Brake wheel han^rs.
kinds.
Center plate
styles.
Bn'iko Fi?a
Bnilieliai
Cai- ilotjr trimuiiu{^, '
Center plates, body.
Journal bearini; keys,
l.;int<-'rn brackets.
■ Spriujr plates, all types.
The subject of this report is a general one. not accom
panied by any specific instructions. Wo have therefore
treated it in a general way, and the only matter requiring
any action of the association is in the direction of standard
forms for various details made of pressed steel.
The diversity of shapes and sizes for pressed steel cen
ter plates and stake pockets is now almost as great as that
for cast iron ones, and the subject should be further con-
sidered by a committee on standards so that these and
other pressed steel details may be reduced to a few stand-
in conclusion, we desire to emphasize the following facts :
First. That malleable iron castings possessing strength and
durability far superior to cast iron and weighing consider-
able less per car, can, by reason of reduced weight, be pur-
chased at about the same cost per ear; second, that the
price of iron and steel beams, channels and plates is now
low enough to make it possible to construct a ilat, box or
coal car of greater strength and durability of equal weight
at a cost very little in excess of a wooden car; third, the
use of pressed steel makes it possible to construct steel cars
with few parts and with shapes or forms especially de-
signed and adapted for car construction, of a material pos-
sessing the greatest strength for a given weight. For
these reasons we believe that the extensive use of malle-
able iron and steel in the details of wooden ears will
result in the gradual disappearance of wood, and that we
expect in a few years that iron or steel under frames and
plate steel trucks will be generally introduced in the
United States. Wm. Fohsvth, Chairman,
M.VC
E. D.
SGHOEN MANUFACTIKING CO.S STAKE POCKET.
FOX PRESSED STEEL CO.S CENTER PLATE.
ilK.\T:S(J AXD TEXTlUiTlON
: CABS.
OF PASSESOE
4 our committee, appointed to
the subject of "Steam Heating
gerCars," begs to present the following:
A circular was forwarded to members of
and from replies thereto, the following information and
data has been collected.
The information, as far as practicable, has been put into
tabular form in the attached statement. [See table next
page. I
The information gathered from the reports, and which
The dev
eral shut off valves of various ki
st«am is controlled.
The Johnson automatic regulator is used by
tabulated, is as follows
sed for regulating temperature
Is by which the flow
gen-
SCHOEN MFG. CO.'S CENTER PLATE NO.
R'y and the C. M. & St. P. R'y. with very satisfactory re
suits. The N. Y., L. E. & W. Ky uses an attachment in-
vented by J. E. Sague, which regulate.^ the flow of steam
to radiators as desired. The D. & H. C. Co. uses a dial cock
which shows amount of steam opening.
As to the comparative merits of direct and indirect steam
heat fthe term indirect meaning that the steam is utilized
for heating water which heau the car), the general opinion
seems to be as follows :
1. Direct steam heats up cars in a shorter lime than in-
direct.
a. Direct steam requires a lower pressure in main pipe.
3. Indirect steam gives a milder heat.
4. Indirect steam heat is less liable to fluctuations.
5. The use of indirect steam necessitates careful atten-
tion when cars are out of service to prevent the water in
pipes from freezing.
THE RAIL^^v^AY MASTER MECHANIC-
TABULATED I
NKOHMATION ON STEAM
HEATING
™--
. i
1 2
■o \ S
1 ■ i
!
s
1
1
i
s
1
1
8
Bide
^'^th™ry■f
n and out-
temperaff
Outside
PIPES. 1 tempera-
ture.
!
1
I
Time and
directf"''"
1 £
Is
N.MKOK«C..U..
it
II!
11
1
it S
¥ 1
1
U.\O.No. 1
i
li
6
6
60 m.
15 lbs
3 in.
IE
70"
J'
10°
IS.
D
■i
::....
None.
N!'Yl&ifety.\:;:;:;::::"::::::":
\
:
26m
40m
37 lbs
....
-
70°
Lehigh Valley Railroad
Lehigh Valley
D
D
S)
■
y'
14
25 m.
25 lbs
Sin.
250 ft
fo
Little if any.
30-1 -
Union Pacific BaUway
3
45 m.
5 lbs
10*?b8
2 in.
10-
' "
"
is'ibs
40?bs
■:.:::. -.Z
"soin
New Vork, Lalic Erie & Western
Baker Combine
None.
60.n
.. . .
::....::;:;:
Lake Shore & Michigan Soutliern
Martin
McElrov
D
1
138
17
134
15
60^
!;:;:
:::::.
iSm
ToS
16ra
No data.
Delaware i Hudson Canal Co
McBh-oy
36
12
!:■"•"■"
66°
70°
D Isome
Consolidated
Commingler Co
D
16
24
..'...
*.°:
IS Ihs
-30°
■iE
lUin.am rt
-25°
-5°
80°
None.
Central Vermont
E
Lake Erie & St. Louis
Timlin-Heidinger
D
D
I
-4r
36
6
ers:
3 lbs
TTiTs
10 lbs
20 lbs
None.
3in;j::::::i«Vft
::45°-
'w'
Chicago. Milwaukee & St. Paul..
N. T. Safety
TT^
._^^
i^
siHT
^^
30m
Martin....::.
2 In.
170 ft
70°
I
I
D
2.52
24
lis:
10 lbs
30 lbs
m
160 ft
160 ft
10»
-15°
to
Wagner Palace Car Co
K''^f«v:::::;;::;:;::;:;:::::
.
238
36
13
"t„-
15 lbs
m in
;«)ft
I.W ft
70°
to
None.
1
As to the relative meritsof inside and outside main steam
pipes, all reports show that the main steam pipes are placed
outside and beneath the care with the exception of theC,
M. & St. P. R'y. On that road the main steam pipe and
connections are placed overhead and inside the cars, the
advantii^es claimed for it being that by this arrangement
a more direct communication is effected, the pipes can be
so arranged that there is a positive fall for water of con-
densation from the main pipe and all radiators to the trap,
and all pockets for water can be avoided.
The data obtained as to consumption of fuel is somewhat
Tests by the Delaware & Hudson Canal Company show
with the commingler system that an average of 4it lbs. of
water per car per hour maintained the temperature inside
the car 33 deg. higher than the outside temperature, and
the temperature of the discharged water was 134 deg.
Tests on the Chicago, Milwaukee & St. Paul Railway
show as follows;
Outside Inside Water of Condensation
Temperature. Temperature. per cai- peri. our.
40 dcg-. 7U ik'iT. 70 lbs.
30 deg. TOd.-K- 85 lbs.
10 deg. 70 ili-g. 100 lbs.
These figures agree quite closely with the results ob-
tained from some tests made on the Old Colony Railway by
Prof. Lanza for the Massachusetts railroad commissioners.
All reports indicate that hose connections are used ex-
clusively. The Baltimore & Ohio, and the Chicago, Mil-
waukee'& St. Paul Railways report using the Glbbs coup-
ling. No reports as to the couplings used by the other
The provisions made for heating up cars in yards consist
almost entirely in utilizing some stationary steam produc-
ing plant. Car stoves are also used, the fires being re-
moved when cars are placed in service.
In all cases the necessary heat when steam system be-
CLEV ELAND. CINCINNATI
CHICAGO 5l5^LOUIS
34001
nedl
f-ndent cars fo
h cars is the C, M. & St. P. Ry.
service on this road, and furnish
lin and operating the electric light.
I furnished for both heat and electric light.
In the
only road
Two sucl
steam for
When ste;
it is believed that it costs no more to haul the
than it does to furnish steam from the locomotive.
No special means of ventilation arc in general use. The
Union Pacific liy .i;. i 1 . s .^^ M. S. Ry. report using the
■■Creamer;" i1m- '' \ i iinnt Rd. the iilobe, Carroll
and Creamer, Hi- ' ■■. -■! P. Ry. use on some cars a
boxed stciini 1. !l ,1 . ~ ,1 the cars through which air
is forced by thi- S|f i u-- ,'■ r attachments used in connec-
tion with the stove for this purpose, and the improvement
as to the condition of the air is very decided.
As to failures, all reports concur in claiming that none
occur if all points are properly cared for by the attend-
ants.
The above corers the information which has been ob-
tained from the replies to the circular of inquiry. It is to
be regretted that so small a number of replies have been
received, the difflculty very likely being that practice in
the matter of steam heating is changing, many modifica
tions are being made as experience points out the way to
improved results, and many therefore feel that they have
little deficite to say that is thoroughly grounded, on ex-
perience.
J. N. Bark,
Sl'^
a^
r IJ U e.P .0.000 tloou-. 5 k
CHICAGO &
a^
(^IC^
JU GO>UOLA
REPORT OF COSIM11
Your committee appointed at the meeting of the asso-
ciation held at Saratoga in June, ls>8fl, on the subject of
"Lettfiring Freight Cars," would respectfully submit the
following repi>rt and present the accompanying plans.
1. The half side of car on which the doors do not slide
to show the name of the railroad company (spelled out in
full), the number of car to be placed immediately below
it: and when necessary, in order to get the full name of the
railroad company, two lines should be used, as shown.
The letters and figures used for this marking to be 7 to 9
inches in height. The light weight of the car, with such
other information as it is necessary to give in connection
with same, to be placed below number of car, near the sill,
using 3 in. or 4 in. letters and figures.
2. The half of aMe of car on which the doors slide to be
reserved for trade marks when used; the capacity of car
and size of journal to be placed near sill on this half of car,
using 3 in. letters and figures.
3. The side doors on each side of car to be marked near
the top with initials of railroad company and number of
car, using 5 in. letters for initials, and 3 in. or 4 in. figures
for 1
4. Each end of car
right-hand side, facing
the railroad company and number
and figures for both.
rked
, the
CAKS.
5. Gondola cars to be marked on side near the end of car,
with the name of railroad company (spelled out in full),
and number of car to be placed immediately below it,
using letters and figures fi to 9 inches high; and where
possible, in order to get the full name of the railroad com-
pany on car, two lines should be used, as shown.
The light weight of car, with such other information as
necessary to be given in connection with same, to be
placed below number on side sill ; and capacity and size of
journal to be placed near opposite end of car, using
3 in. letters and figures.
6. Both sides of bolster, transom or channel iron in
each truck under all cars to be marked with initials of
the railroad company and number of car to which the
trucks belong.
7. Under car a portion of each outside intermediate
sill, near center of car, to be painted w'th brown or black
paint, and on this space the initials of railroad company
and number of car to be stencilled, using 3 in. letters and
figures and white paint. E. W. Grieves,
Vour committee has made inquiry with a view to
lin the present condition of the passenger car equi
1 the various railroads, and a table accompanyini
railroads,
report has been made up from in format
53 railroad companies, and shows the
ipment
ig this
jhed by
of cars
THE RAILWAY MASTER MECHANIC.
equipped with the Janney, Miller, e'owell ami BlackstoiH_'
couplers. The table gives also the total number of cars, dis-
tributed under headings showing height of draw-bars and
the number of cai-s for each, measuring from top of rail to
center of draw-bar.
There are i;i,T"20 cars reported, and of this number 1, (►»>*>
cars have drawbars whose height is :ir> inches; while there
are 4,428 cars having aravv-bars below this height, and but
l,(;'i4 cars measure more than 35 inches. Furthermore, it
was found that there were tt,s3.S cars on which the height
of draw-bar could not be lowered, and that of the l,t>24 cars
now having draw-bars above a height of 35 inches, sro
could be lowered to -onform to :t:> inches, leaving but 754
cars out of the total number of 13,7riU which could not be
lowered without expensive changes.
As is shown above, a majority of the cars have draw-
bars 35 inches in height, and 4,428 cars are now below this
and could be made to conform to it; and as the number
above this height is comparatively small, your committee
think it is expedient that there should be a change in
the standard height of draw-bars on passenger equipment
cars, with a view to making it 35 inches from top of rail to
center of draw bar.
.SAFETY CU.MNS.
Inquiry into the application of safety chains has shown
that there are y,C(M cars on which they are used, and 4,116
cars running without them. As to the form of safety chains
and their location, there was found a great variety in prac-
tice, there being nearly as many forms of chain used and
poinis selected for attaching them to the cars, as there were
railroads using them, Tlie differences, however, were so
small that your .uMiiiiiUre think there would be little diffi-
culty in adopt ill- a --i ami. mi, .uul would make as their
recommendation III'- li'iicuiiiL' i^.r a standard for safety
chains on passe(];:rf ti|ui[ini'-iu .ars, viz. :
Links to be uuuie ul ■, iii. luund iron.
One link, four inches long by one inch and a half wide,
measured inside, to be attached to right hand side of plat-
form, facing the end of car.
A chain consisting of two links and a hook, to be at-
tached to left hand side of platform, facing the end of car.
The link of this chain ue.xl to the platform, to be two and
a half inches by one and a half inches, measured inside.
The second link from the platform, to be three and a half
The hook to be four inches long, taking the greatest dis-
tance measuring from the inside of the eye to the inside of
< The chain made up in this way having a total length of
10 inches. Respectively submitted,
E. D. Nelson,
John Kjrby,
H. MlDDLETOS.
Committee.
rail." The committee would recommend that paragraph
No. 9 be amended to read as follows; "Brake beams, levers
and attachments less than 23^ inches from the lop of the
rail when the car is loaded."
RULE NO. 3, SECTION («,) PARAGIUPII S.
The Central Railway Club recommends the following
amendment to paragiaph 8: "Dead blocks must be tightly
bolted to the end sills, with sound and eflfecLive sheathing
between them and end sills, when the car is so constructed.
No piece to be fastened or nailed above the top of the dead
i block to keep the sheathing from bursting out." The com-
~'".ee does not concur in this recommendation, believing
, paragraph b as it now reads meets the case.
BErORT OP ARBITRATION COMMITTEE ON CASES ARBITRATED
AND PROPOSED AMENDMENTS TO TQE KLLES OP INTER-
CHANGE.
The Committee on arbitration begs leave to submit ac
lion upon a number of cases arbitrated during the year.
In accordance with Rule No. riit. your committee issued
circulars to the various railway clubs, and through various
journals to the members of the Master Car Builders Asso-
ciation, requesting that any suggestions of changes or
amendments to the rules be sent (o the committee.
In answer thereto, the suggestions contained in the re-
plies were considered by the committee at a meeting held
in Chicago, May 21 and 22. at which all the members were
present excepting Mr. J. \V. Marden.
The foUowing rec ' '
tral Railway Club:
"Owners of cars must keep oil box covers on oil boxes."
The committee would recommend that instead, the follow-
ing be added to rule No. 3 ("r V) "journal boxes lids miss-
ing or broken."
RULE SO. 3, SECTION (/>), CHANWEH TO READ AS FOLLOWS.
"Seams 1 inch long or over at a distance of '^ an inch or
less from ihe throat of the flange, or seams 3 or more in
ohes long on any other point of the tread." The committee
recommends this amendment.
RILE NO. 3, SECTION (h)-
"That the length of the chipped piece in the wheel be in-
creased to 2 inches." The commitlee does not concur in the
proposed change.
Strike out the words "or diameter." The committee
concurs in this suggestion, considering the words faui>er-
The committee would recommend a change in the limit
of the center of the axle under ."io.ooo pound cars, from
4'h inches to 4'h inches. It is well known that many cars
running successfully
The<
3 defect cards \
No. 5.
' ;!i I'll of the members
I u, ..M .tuoicviated form. The
111' asi^uciaiiou should be called
to the fact that unless an M. H. C. defect card is made out
strictly according to the provisions of rule No. 5, it cannot
be considered a proper voucher for the cost of the repairs
made on authority of such card.
RULE NO S.
In addition to the locks on cars which are stated in this
rule to be at the owner's risk, the committee would rec-
ommend to the association that it consider whether it
would not be proper to add "grain doors." to be also at
owner's risk. The committee would call attention to arbi-
tration case No. 20, in deciding which the contestants were
advised that the attention of the association would be
called to the decision made. The committee thinks that this
would be the proper time for the association to settle
whether permanent grain doors are to be considered part
of the car and are subject to displacement, in case they are
missing, by the road delivering the car.
Rule No. 9, section (c) to rrud as follows; '-Axles less
than the prescribed liii.'J'- "1 ' > \\ uihl' |i,lii-- I'tie ob-
ject of ths committee n. : ■ i^ .r-.-r is to
place the responsibilit,\ ' I '^l*^' too
The Central Railway Club recommends leaving the word
"bolsters" out, making it read "replacement of broken
truck or draft springs, etc." The committee concurs in this
The committee would also recommend a change in the
last paragraph of Rule No. 10 to read as follows: "Rail
road companies doing work on individual cars for which
the ownei-s are responsible, shall in all cases add 10 per
cent, to both labor and material, to the sbhedule of prices
fixed in Rules Nos. 12 and 25. '
RULE NO. 11.
The committee recommends th;
read as follows : "A car unsafe i
neral worn out condition, due to
ported to its owner, who must I
defects. If the c
furnish two home cards, i
and the route over which
owner. 'Such cards sha
body of the car. They s
form betow. They shall I
be filled in on both sides '
this rule be changed to
load on account of gen-
ige or decay, shall be re-
■ advised of all existing
iv._' it sent home, he shall
iii_- n|inn lliem existing defects
■ 111 1-. to be returned to its
(■ ,ii I .irlnil to each side of the
Ik- :: xs inches, and of the
riuted on both sides, and shali
t ink or indelible pencil.
M. C.
(Head of Car Department.
The Western Railway Club recommends an addition to
this rule as follows : "No percentage to be added for either
material or labor except as provided for in Rule No. 10."
The committee concurs in this.
RULE NO. 15.
The Western and Central Railway Clubs recommend the
addition of a rule, to be numbered Iti, to follow Rule No.
follows: "Rule No. 1«: In repairing damaged cars,
B. standards may be used when of design and di-
at do not mar or impair the strength of the
cArs, in lieu of the parts forming its original construction."
After consideration of the subject the members of the com-
mittee are divided in their opinion, and present the subject
to the association without any recommendation.
RULE NO. 10.
The committee would recommend that paragraph 5 be
amended to read as follows: "Wheels must be bored to
fit axles, and every precaution should be taken to prevent
the reduction of the wheel fit on the axle."
The committee would recommend a change to this rule
to read as follows; "The company on whose line the
bodies or trucks are destroyed shall report the fact to the
owner not later than thirty days after their destruction and
shall have its ODtion whether to rebuild or settle for the
amendment to
this rule by striking out the words "the original kind and
qualities of materials used," and have it so worded as not
to conflict with Rules Nos. 15 and UJ. The committee makes
no recommendation, for the reason that it was unable to do
so in the adoption of the proposed Rule No. 15,
The committee recommends that this rule read as fol-
lows: " Depreciation due to age shall be estimated at 6 per
cent, per annum upon the yearly depreciated value of the
bodies and trucks only, provided, however, that allowances
for depreciation shall in no case exceed tK) per cent, of the
value new. The amount, $50 for air brakes, shall not be
subject to any depreciation."
RULE NO. 27.
The Western and Central Railway clube recommend to
change Rule No. 27 by striking out all that follows "de-
livering the car upon such track.'
curs in the amendment, which will
it was in former years.
RULE NO. 29.
The Western and Central Railway clubs recommend
striking out the following clause: " Should one of the par-
lies refuse or fail to furnish the necessary information, the
committee shall give their decision on the evidence pre-
sented." 'Hie committee does not recommend the adoption
of the proposed amendment, for the reason that if the
consent of both parties is required, it may be possible
that one member of the association, having a weak or
unjust case, may refuse to have it arbitrated, and thus
inflict a wrong upon another of its membei-s. The com-
mittee would instead propose the following change to the
rule: "In case of any dispute or question arising under
the rules between the subscribers to said rules, the same
may be submitted to this committee through the secretary,
who shall, before referring the case to the committee,
notify both parties to the dispute to submit their reasons in
support of their claims to tbe comqaittee in order to enable
it to decide intelligently. Should one of the parties refuse
to fail U> furnish the necessary information, the committee
shall use its judgment as to whether, with the information
furnished, it can properly give its opinion. The decision of
the committee shall be final, etc."
On motion, Resolved, That as the work porfonned by the
arbitration committee requires the services of a secretary,
the committee respectfully submits to the executive com-
mittee that a suitable compensation bo fijced in the shape
of a fee, to be paid to the secretary for each ^meeting held.
J. D. Casanave,
G. W. Rhodes,
J. W. Marden,
M. M. Martin,
John McKenzie,
Committee.
UEl'OUT OF COMMITTEE ON COIIE OF RULES FOR 1 NTFilK 11 AM; K
OF I'Assenger equipment cars.
Your committee on code of rules for the interchange of
passenger equipment in the investigation of the subject
for which it was appointed, has encountered a great
many difiiculties in framing a code of rules which would be
equally advantageous to all roads interested, as a result of
the varied conditions under which cars of this class are
now interchanged.
As regards the interchange of sleeping and drawing-
room cars, these are run by the railroad companies very
largely on a mileage basis, the company operating the cars
paying a stated rate per mile for the use of same, and the
parties owning cars making repairs to all portions of cars
damaged, as a result of natural wear or decay, the railroad
companies only paying such portions as are damaged on ac-
count of careless handling or accident.
Also cars of this class regularly assigned to the different
railroads are maintained on a division basis, whereby the
railroad company maintains all such portions of the car
as pertain to a day coach, and all parts damaged as a result
of careless handling or accident, while owners maintain
such portions of car as pertain exclusively to sleeping or
drawing room parts of cars, and where such cars are run
it is always under special agreement wbich could not be
controlled to any extent by any general code of rules that
could be adopted.
Privateer official cars, we believe, are frequently run
"complimentary," no charge being made for material fur-
nished or for mileage on foreign roads; hence it would not
be practicable to adopt a general code that would coverthis
class of equipment.
The only place where your committee can see that a gen-
eral code of rules would be advantageous in the inter-
change of passenger equipment, would be in so far as the
interchange of day coaches, baggage, mail and express
cars is concerned ; and inasmuch as the interchange of these
classes of cars is very limited to-day, it was not thought
advisable to frame rules covering all the points which
could be conceived of. but that a few rules governing the
height of draw-bar (on which another committee is at
work), the condition of the trucks, wheels and brakes,
which are the vital points in the safe handling of cars, be
recommended, which, if adopted, would reduce to a mini-
mum the difficulties encountered in the interchange of pas-
senger equipment, and as the interchange of passenger
equipment increases in volume the rules governing same
could be enlarged, as difficulties may be encountered in this
We believe the present rules governing the interchange
of freight cars will very largely prevail in the interchange
of passenger equipment, in so far as the general repairs to
such portions of the cars as do not affect the safe running
of same are concerned.
In considering this subject, your committee did not deem
it advisable to recommend the use of what is termed in the
freight car code, a "defect card" to bo placed on cars to
cover such poinis as need alterations or repairs, but would
recommend that authority be given to the road receiving
car to make such alterations or repairs, but the road re-
ceiving must notify the road delivering cars to them of the
changes made, when authority for billing is to be furnished
by the delivering road. This i>oint was discussed at length
THE RAILWAY MASTER MECHANIC.
THE MORTON SAFETY
by the committee, and we do not at present see that any-
thing better could be adopted covering this point than the
rule as recommended.
The rule in the freight car code governing loose wheels
I from gauge we considered the proper thing
interchange of passenger cars; hence the same
re recommended as in the existing rules for freight
spots. Neither do we consider that the general condition
of the wheel as governed by the freight car code should
prevail in this c '
: an alteration i
In case of steel tired wheels, your committee considers
that the road damaging the wheel should compensate own-
ers for all service metal lost in turning out these damaged
parts, and have so recommended.
Three-fourths inches as the minimum thickness of the
flange on a steel tired wheel was agreed upon, after due dis-
the present practices of various
ample factor of safety to resist
We find the practice as regards the
considerably in different localities and
sons; bence it was not thought advisah
I recommend anything less than
linimum thickness
J run safely varies
1 the different sea-
by the committee
ches as the tbick-
hich a steel tired wheel should be re-
jected.
Some few recommendations are also made as regards
axles to be used under the cars.
As regards tools and supplies carried on special, sleeping
and baggage cars, used in the interchange of passenger
traffic, the committee does not see its way clear to recom-
mend the adoption of any code of rules covering this point
but considers that it would be very good practice for all
cars of this class to be equipped with a tool box in which
could be carried four brasses, a set of breakheads and
shoe, one or two pedestals and an equal number of oil
boxes, for replacement while cars are in foreign service.
A printed list of supplies carried in the box should be se-
cured to same in such a place as to be easily seen by par-
ties having occasion to use such materials; and foreign
roads using materials from these boxes should furnish au-
thority to owner to render bill against them for the same.
Inasmuch as the last convention adopted 70 lbs. as the in-
itial pressure to be used on air brakes of freight car equip-
ment, it was thought advisable to recommend that the same
initial pressure be used on passenger equipment, and that
all brake adjustment of cars be basedon the weight of car,
and 70 lbs. as the initial pressure, as tte matter of equali-
zation and uniformit.\' in this direction is one of the greatest
importance and the committee desires to call the special
attention of the menibers to this point, that due considera-
tion may be given it.
We have no recommendations to make as regards the
subscribing of members to these rules, which we consider
should be printed and added to the freight car code as
Your committee therelore begs to submit the following
as the articles of the code of rules governing the ' '"
change of passenger equipment:
CODE OF lUI.ES GOVEKMNG THE CONDITION a:
1. Each railway company shall give to foreign cars while
on its line the same care and attention that it gives its
cars, except in the case of cars, where work is done u
special agreement existing between the company owning
cars and the roado perating same.
2. Cars must be delivered in good running order, and re-
turned in as good general condition as when received.
3. The receiving road is authorized to make such alter-
ations and repairs as are necessary for the safe movement
of cars over its line, and must immediately notify the de-
livering road of all such alterations and repairs, upon re
ceipt of which notiflcation the delivering road shall fur-
nish proper authority to render bill forsuch alterations and
repairs.
4. Authority must be furnished for the replacement of
wheels and axles if in the following condition :
WUEEI.S.
(a) Loose wheels.
(b) Variation from gauge by measuring less
ft.'-ti
(a) Shelled out, with treads defective on account of cir-
cular pieces shelling out, leaving round flat spots deepest
on the edges, with raised centers, if 1 ^^ in. or more in di-
(b) Tread worn hollow; if tread is worn sufficiently hol-
low to render flange or rim liable to breakage.
(c) Worn flange; flanges having flat vertical surfaces ex-
tending more than -^^ in. from tread.
id) Flat spots; if flat spots caused by sliding exceed 1?4
(et Burst; if wheels are cracked from the wheel fit out-
ward b.v pressure from the axle.
(/) Flanges, rim, tread, plate or brackets, either cracked,
chipped or broken in any manner.
WHEELS, MEEL TIHED.
I a) Loose, broken or cracked hubs, plates, bolts, retain-
ing ring or tire.
(b) Worn flange or tire; with flanges less than %\a.
thick, or having flat vertical surfaces extending more than
Jl in. from tread ; or with tire less than 1 in. in thickness,
measured at a point against the outside plate of the wheel.
(c) Flat spots; if flat spots caused by sliding exceed I'j
in. in length.
Axles bent or broken, or having journals cut or less than
h. Brakes must be in perfect working order (adjustment
based on 70 lbs. as the initial pressure) with a piston travel
of not less than 0 in., not more than 10 in.
0. Bills for wheels and axles shall be of the following
form, and must make specific mention of each wheel and
axle removed or applied:
7. Bills rendered for labor and material furnished shall
be in accordance vnih the following prices, with the proper
debits and credits:
New. 2nd Hand. Scrap.
1 36 inch cast wheel SU'OO SWOO $.V50
1 33 inch cast wheel 1000 7-00 4-.iO
Credit ,
New. for scrap.
Journal bearings 20cents. lOcents.
Malleable iron 5 " % "
Bolts, nuts, wro't washers, and all wro't
Inin except axles , 5 " 1 *'
Castings 2 " Ji "
Spriiigsteel 5 " •'., "
nak 3 •■
Pine 3 •■
Labor 25cperhour.
All steel castings and steel wheels of the different makes
to be charged at current market prices.
Removing, turning and replacing a pair of steel tired
wheels, $7.
Removing and replacing a pair of cast iron wheels, $3.
Loss of service metal from steel tired wheels as a result
of slid spots or other causes, to be charged at the rate of *3
per 1-16 in. thickness of tire.
Glass, paints and other material to be charged at current
market prices. C. A. Schkover,
R. Kells,
J. H. Raxkix,
J B. Hexney,
Committee.
THE MORTON SAFETY CAE HEATING SYSTEM.
The Morton Safety Car Heating- Co's. system em-
ploys earthenware tubes moulded in convenient
lengths of VJ. inches, encased in tl. S. standard 4 in.
iron pipe. Two arrangements have been designed
tor railway car heating, as shown by our Figs. 1 and
Z. That shown in Fig. 1 is made up of four 20 ft.
lengths of 4 in. iron pipes encasing earthenware
tubes. It will be seen that the air valve ends, (see
detail in Pig. 3.) are raised somewhat, and enable
the condensed water to drain into the thermostat
trap underneath of car; in fact, all the piping is ele-
vated at each end of car for the same purpose. .Steam
is admitted at the couplings in the usual way, and to
the 20 ft. heater by the li in. starting valve. The
automatic air valve allows the air to escape and
closes automatically as soon as the steam reaches it.
The condensation is taken care of by the trap. The
starting valve has a small hole drilled through its
seat to allow the water to drain from the train pipe
to the trap in case it is left closed when steam is shut
off at the locomotive. The U stopcocks at the coup-
lings are treated in the same manner to allow the
e.xposed pipes under the car platform to be drained.
By these simple precautionary arrangements all the
pipes can be free from water in a short time after
sidetracking of the car.
The plan indicated in Fig. 2 is made up of a number
of small 2 ft. long 4 in. iron pipes encasing the earth-
enware tubes placed under the seats; these can also
be placed in the saloon and in any convenient corner.
Each of the 2 ft. heaters is elevated at the air valve
end as much as the seat will admit of, and its feed
pipe is also elevated, and the same method is adop-
ted throughout this plan, as shown in Pig. 1, for
freeing the pipes of water and air.
The interior arrangementof these pipes with their
earthenware lining is shown in Fig. 3. It will be
seen that the lining in in 12 in. sections.
It will be remembered that in previous issues we
have explained the working of this system; the stor-
age of heat in the earthenware linings, the tem-
pering of radiation by these linings, etc. The Morton
Safety Car Heating Co., 106 East Saratoga street,
Baltimore, Md., is introducing this system.
MORTON SAFETY CAR HEATING SYSTEM
THE RAIL^VAY MASTER MKCHANIC.
The slight expeiience America
pound locomotive, although elsewhere
six and seven hundred in smcessful
the possible field to be cov.ir.l ^^■ i ■
assigned to us, that we, of i -~ '
imits of this land and of ' - im-
part of our facts ; and in r,; :. -- i
sions, are compelled to taku i^i ji.u 'i
with its modern literaturt-, ^'ivmt' Uil-
of trials carried on outside the AmcriL
To commence with— and as a help
narrowing the province to be covered
would su^'^'cst for discussion the follt
Old Point Comfort,
s had with
e there are
le direction of
bis report— we
huve followed
.^os; 4. What,
oompouudingf
Is it an essential
short of starting
ring some details
1. Is compouiidiiitr of anv value without increase of boiler
pressure ! This query is d'uc to the repeated assertion that
in compounding there
omy in sti?am consump
pressures ol l.J.) lbs., ana luey snow loi' ine Lompouuus a
general average saving in fuel of li per cent.
Apart from this solution of the vexed question of pres-
sure, Mr. Urquhart's experience is unusually interesting,
because the experiments were carried out in cold weather,
with oil fuel, which has a more uniform heating quality
than soft coal; and the delivery of the fuel into the lire-
box was almost automatic, thus practically getting rid of
the "personal factor," for which.it is always necessary to
allow in comparing special and brief experiments.
Mr. C. Sandiford, of the N. W. Railway, Lahore, India,
reports a 13)^ per cent, economy with unaltered, but still
lOwer, pressures, viz., 120 lbs., the saving being the same
whether the steam was used in two or four cylinder (tan-
Do not misunderstand us to say that there are no econo-
mies in high pressures. There are wide possibilities with
high temperature: and the many published figures, from
recent trials, stoutly confirm our opinion. But under this
: heading.
large enough to be e
ous service in the p
pounds, c. A larger
lit to obtain. </. .Vn increased cost of
! per mile run. This item is not yet
easurable. after three years' conlinu-
ainer forms of the two-cylinder con--
uercentagcof f;uluros on trie road due
fact t
jry
cam, without keeping
■s give an additional
ru'Otten that very high
fully utilized by pas-
possibilily. .\ i
pressure steaiu
■*age through nn ( ;'f
Higher pressures and very ..•arl.i v.i \. . ■ :!■■ l .r -,:ii;' -
engines, have had a fair trial on n, i : i -
nevertheless to-day initial cylindi i : -
lbs. are rare; and we believe that \\ : i — ' ' -
higher than IIW lbs. are retained, it i^ . :ii inr .i.,,: ..i
malting the boiler a reservoir of po^ver for starting' and
grade climbing, rather than with a confirmed faith that
very early cut-offs lower the fuel bill.
The Saxony Itailroad reiiort increasing their boiler pres-
sures for simple engines from S?^ fe 12 atmospheres (say
from 120 to 17.i lbs.,) without resultant economy; whereas
212 lbs. has not proved too high for convenience or econ-
omy in the compound practice of the P. L. &, M. Railway
(France).
It has
at reasonable boiler pressures, with encouraging possibili-
ties of further improvement in pressure and in fuel and
water economy, b. It has lessened the amount of water
(dead weight) to be hauled, so that, c, the tender and its
load, are materially reduced in weight, d. It has increased
speed far beyond (H) miles per hour, with-
lingf •• -
c. It bos increased the baulat
full speed, or, in other words, has increased the
h. p. developed, per given weight of engine and boiler. /. |
Id some classes has increased the starting power, g. It has
materially lessened the slide valve friction per h. p. devel-
oped, h. It has equalized or distributed the turning force
on the crank pin, over a longer portion of its path, which of
course tends to lengthen the repair life of the engine, t.
In the two cylinder type it has decreased the oil consump-
tion, and ban even done so in the Woolfe four-cylinder
engine, j. Its smoother and steadier draught on the fire is
favorable to the combustion of all kinds of soft coal; and
the sparks thrown being smaller and less in number, it les-
sens the risk t<» property from destruction by fire. k. These
advantages and economies are gained without having to
improve the man handling the engine, less being left to his
discretion (or careless indifference) than in the simple
engine. I. Valve motion, of every locomotive type, can be
used in its best working and most effective position, m. A
wider elasticity in locomotive design is permitted; as, if
desired, side rods can be dispensed with, or articulated
engines of 100 tons weight, with independent trucks, used
for sharp curves on mountain service, as suggested by Mal-
let and Brunner. One such engine of bO long tons is now
roadbed, etc. Tliet^vo hisi soii';,^ -..■.■m in ln' p., n' ~iii
positions, which, after search, we tiiul no evidence to sus-
tain, g. Want of variability or adaptability to wide ex-
tremes in speed, and to amount of work to be performed ;
so that a large compound does not work as cheaply when
hauling light loads, or running without load, as a simple
engine does. , ^
It is not proved that a compound, working properly throt-
tled, that is, with steam wire-drawn, may not have actually,
as she theoretically has, a wide and economical adaptabil
ity. So that if the compound, like any other motor, be not
as economical when exerting low power as when exerting
full power, it probably will use less steam than the simple
engine of same weight, working under similar conditions of
light haulage duty.
However, the one thing certain about "American condi-
tions" is that no large portion of our motive power does run
lightly loaded, and until we have a wider experimental ex-
perience, it is not recommended that nil locomotives, doing
branch and local light service, be built compound.
4. What is the increased lirst cost per engine! M. V.
Berries has published figures giving cost. In speaking of
his own design of engine, he says they can "be built 2 to a
per cent, cheaper than single engines of the same power-
not of the same maximum tractive force; because this
power depends upon the boiler, which might be 10 to 1.5 per
cent, smaller for the compound engine. If the same boiler
is kept, as is commonlv the case, the compound engine
would be some 2 or 3 per cent, heavier, and 4 or 5 per cent,
more costly than a simple one; but, with properly dimen-
sioned cylinders, 10 to 15 per cent, more powerful than the
latter. For equal work the compound engine would always
be the cheaper engine." Mr. E. Worthington says: "The
intercepting valve and copper pipes forming the re-
ceiver, and the patterns for two different sizes of
cylinders, are the chief items which raise the cost
of a two-cylindered compound locomotive; while en-
gines with three or more cylinders have additional parts,
which considerably increase" their cost. In engines with
four cylindei-s the tandem system is cheaper than the re-
ceiver system. Tandem cylinders are. however, objection-
able, because the pistons are difficult to examine; but the
receiver system is ready of access, and affords an opportun-
ity of healing the intermediate steam by circulating it
among the waste gases of the smoke box ; and, by isolating
the high pressure and low pressure cylinders,
tageous difference of temperature ii
" The cost of constructing a number of two-cylinder I
motives does not greatly exceed that of the same nun
of ordinary engines. The cost of three-cylinder locomoti
may exceed that of simple ergines by JI.UOO to$l,2.50 eat
The cost of changing simple to two-cylinder engines need
not exceed #2.=)0 to *:i00 each, if the expense of drawings,
panerns and templets be divided over a series of engines
Til- additional cost of building a two-cvlinder engine, with
1 noiver, etc., as used by the M. C. Ky., or the ingenious
r[ii of four cylinder engine, as used by tne B. & O. Ry..
.1 belittle, if anything, overt200 (excluding royalties)
111- ^.ly from 2 to 2}-^ per cent, increase on cost of a simple
a. Does the saving more than balance the increased first
cost; If, for convenience, the fuel saving be taken ■ ■"■
percent., or 16, and the gross consumption at 900 tons per
maintained between
with coal at *1-.tO
"fuel bill is but $225. Certainly not a wi
contingencies. If, however, at first only
engines are comoounded. whose cous
1.'.^ tons per year, and coal, as is commi
$8 per ton, the saving on fuel is ffioo. nr i
on a mileage of 30,000 per annum. A ~ i
cover not only reasonable interest
allow for about 33 per ce. t. increu-
for motive power, repairs and ren.
tainly enough to permit a possible, b
able,largely increased cost of engim. ; ,
margin of saving on the final balance -In
the compound
weight, and its cylinder
il it, by allowing more
1 ^'c cylinder tor the flret
iiiiiuslies to so or s.'t per cent, ol llial ol the simple engine.
: ^ cuticlubiou is modified and improved by the knowledge
,ii all two cylinder engines originally designed as com-
1 lids have, or should have, their small cylinder larger
mill the cylinder of a simple engine of corresponding
weight or duly.
' s |)0ssible,with the Lindneror equivalentform of start-
alve— and a painstaking engineman— to get about 90
3nt. of the starting power of a corresnonuing simple
le. The Webb lyiie of three cylinder eiiyiiie lexcept
with the low pressure crank dead on < .-■. :.,,-. ., . . Under
Wha
esirable.
posite form of three-cylinder eng
with cylinders approxiuiatcl.i the
Northern U.iV : „ . f I'r.i
power, becaus,;- • ; ■ |.r
I the two low 11. 1-
s;,.i„ ., „ii:,.l.r .,s used
■ssure is admitted direct
In fact, if desired, the
worked, viz.. as a simple
1 of four-cylinder engines
-. The B. & O. Ry. en-
simple as the water-tap
de margin t
■ the more pi
mmption a
What are "American conditions'"
vice! Can the compound engine meet
given this section a large amount -
cessful on tl
ditions, and your committee ratura
fully understanding these condit
been specified by those making
for locomotive ser-
them! We have
because it
They have not
relucantly confess to having failed t
define them, so that after a long
they appear to us to be somewhat c
lentify, much less
isatisfactory chase,
lic-il. If any mem-
specify them he will confer a favor, at
least upon the committee, if not upon the association.
If an American condition be lart-o starting power, then
the Maletl two-cylinder and all four-cylinder engines eas-
ily have cylinder power in excess of their adhesive weight.
If" American conditions be ability to do satisfactory work
on second rate or third-rate road bed, or simplicity of
construction, or easy accessibility of parts, then these con-
ditions are met by any two-cylinder engine, or by the B. &
O. Ry. four-cylinder engine.
Apparently neither climate nor men are factors in this
equation, as compounds are a succes.s in the hands of or-
dinary enginemen in partially civilized countries; and in
hot climates, as well as in Russia, under conditions of low
temperature and snow as trying as those ordinarily met
with inside of 51 degrees, the present northern limit of our
railway belt.
locomotive can i
engine. Tandem .ml ..i
ot wanting in slurt;
gine in starting, with a _
gear, puts the small piston practicall.i into equilibrium, and
thus admits high pressure steam to the large cylinder.
nean effective pressure of 9U lbs., in a simple lsx','4 in.
engine will start a train of 13 coa.Ii.^ in .. :■ i : N. a lively
fashion, and a compound can e:isi: _- . li . r ,p,.iient
of that total pressure without beiiif.- ,i,.i i.i
Going back to the twocyliu.l. i ,. with
automatic intercepting valve and i:. imier,
would seem as if all of them v. j. iiing
into motion the load they were a.- . . .,t full
speed.so that theil- limitations are I 111 i away
quite as smartly, quite as noisily, m , - . : ■■ tear-
ing effect on fire and fire-box, as .In , . i ■ i.i, viii,|i ngines
that waste both fuel and steam in starimg. The compara-
tive difference in time or distance required by this class
of compound to attain maximum speed has not yet been
shown by experiment, but is probably less than is gener-
ally supposed. ^
Mr. Uiquhart, desiring to settle the question of the tract-
ive power of simple engines altered to compound, with one
cylinder unchanged, and with boiler pressure unchanged,
carried out tests, using both indicator and dynamometer;
and he reports that at a speed of 10 miles per hour the
compound passenger engine suffered the following dimin
nation, viz.; In first notch, 42 per cent.; in second notch,
3Sper cent; in third notch, 17 per cent.; in fourth notch.
T per cent., and in fifth notch, or full gear, 5 per cent. And
a similar test of the freight compound showed in the first
notch, 27 per cent, loss; in the second notch, 17 per cent.;
in the third notch, 10 per cent., and in the fourth notch,
or full gear, 5 per cent. He goes on to say that, for all
practical purposes, in full gear a 5 per cent, difference, at
this speed, may be neglected.
8. General.— A recent press notice credits Mr. Webb
with an attempt to reduce first cost by throwing away the
valve gear for the low pressure cylinder, and using in its
place a single loose reversing eccentric— in other words,
with "an attempt to use an invariable cut-off for the large
cylinder. And such practice is not unreasonable if il
from the first be acknowledged that the compound is de-
signed for doing a maximum specific duty with high
economy, and, therefore, the valve gear cannot be, and is
not, arranged for a wide variability of service.
This intention in design most clearly marks all those
engines using but one valve or one valve stem, to distribute
the steam to both high and low pressure cylinders; such,
for instance, as the Vauclain piston valve, the Woolfe hollow
1) valve and the Dunbar sin<;lo valve »lcni. In the twr
1„.,; II,, M'li.liril -1 lllL-ihliMl^ ■, ,ll\n- 111- H liM-'' of thC
., i,,!.r.-.;..i, II, II. -I I ■■ I. . ^l:nder
.^ themselves, large n- i' i -Mirough
In be. There is, then, 1 u ■ .islicity
111 in such valves and _ .u i i il being
I.- small cylinder, itmii^i in. -.i! n i in- large,
result the compression in Ilie small c.viinder is
Thus the conclusion is again brought home to
us that the control of the comjiound, when small borse
power is to be developed, must be chiefiy through the
throttle wire drawing the steam, and thus reducing the
initial pressure.
Putting emphasis on this truth will not frighten those
who are familiar with the fact that wire drawing is com-
mon today with our best enginemen. And it may here be
noted that the imperative necessity for this so called "criide
practice" is the full <
and other finely divided revers-
ing gears. This statement opens up the whole matter of
cylinder condensation, but it is too large a matter to be
properly treated in this report.
However, such modern experimenters as Westinghouse,
Kennedy, etc., prove that wire drawing the admission into
cylinders of large surface and small volume is more econom-
ical than valve cut offs at less than .io per cent.of the stroke.
There are some constructivedetails and peculiariliesaboul
compounds that may deserve special mention. For instance,it
is judicious to put safety orreliel valves on the low pressure
chest or cylinder, but they should be so located or guarded
that in case thev came into action, they should not smother
the encineman with sicam. and obscure his vision..' All
tyi,..s 1 . 1...: 1. .. , In V, ., . |. i,,|.-, ..11 III Ml . ,-, liiidcrs, but most
r'ei 1 I -«^ 1,11, I I ■ 1 . -pting valve is
THE RAILV/AY MASTER MECHANIC.
July, 1850.
pressure cylinder. The weight of evidence, so far, is io
favor of the use of an intermediate receiver. Such a de-
vice effectually isolates the cylinders, so that each retains
its distinctive temperature. The general practice of dry-
ing the intermediate steam by putting the receiver in the
smoke box has much to recommend it. Copper pipes, set
close to the curve of the smoke-bos, are not cumbersome,
or much in the way; and if it be desired that the feed
water also be heated" in the smoke box, the large receiver
pipes need not interfere with the details of such an ar.
rangement. Receiver capacity cannot, under our limiting
conditions, be too large. It should never be less than IJj
times the volume of the high pressure cyli
more volumes are desirable; because, with
ceiver. the steam supply to the low pressure cylinder is
more uniform in pressure and amount, the reheating or dry-
ing of the steam is more thoroughly done, and "the drop"
in pressure between high pressure final and low pressure
initial is less detrimental to steam economy.
If one side of a compound should break down, the other
not due to a total coll
blocked. And in a tandem, as in a simple engine, the fail-
ure on one side may be a total collapse, without its in'
fering with the use of the other side as a single engine.
J. Davis Barnett
liberal re-
el'=
2ZD
in which
(? = diameter of the low pressure cylinder, in inches.
D = diameter of the driving wheel, in inches.
p^ mean effective steam pressure per square inch (after
deducting internal machine friction).
/l=stroke of piston, in inches.
Z = tractive force required, usually OUtoOlfiof the ad-
hesion (say 015, it being understood that allowance is
made for the external engine friction, taken as equal to
the whole friction of the cars).
The value of p depends upon the relative volumes of the
two cylinders (or, if their strokes are equal, upon their
comparative cross sections), and from experience and
dicator experiments ma
y be taken as
foiiSws:
.
Class of engine.
Relative sec-
tion, or ratio
of cylinders.
pinner
cent, of
boilerpres-
p for boiler
o?';^^Tb^
Ijirge tender engine
l;lS!,r^2
Per cent.
Lbs.
7*
71
For engines workii
long grades Z should ^ 0- 111. And
is increased from 15 to 30 lbs., and
the cut-off is to be 03 to 0-4 of the stroke in the small cylin-
der, the large cylinder may be 1-5 that of the cylinders of
the ordinary simple locomotive for the same service. These
figures are from M. V. Berries' publication in 1S88, and, as
Prof. Woods points out, are an increase in cylinder volume
Worthinf
ing that tb
of the simp
should be t
M. V. Berries :
1.S.S6; whereas Mr. E.
engii
cylinders, and that the large cylinder
the capacity of the small; boiler pressure
being increased as before.
MR. E. WORTHISGTON's RULE.
The following illustrates a plain method of calculating
the size of cylinders in a compound to possess the same
maximum power, at slow speed, as a simple engine:
Simple engine.— Boiler pressure 1.50 lbs. ; two cylinders
17x'.;4 in.; wheels, Ti in. diameter. The effective cylinder
pressure will bee X boiler pressure; then —
.l^XM.
Tracli\« power=
?X ex 130=14,450X0.
Compound engine.— Boiler pressure, 180 lbs. Intermedi-
e pressure, 71) lbs., (difference 110 lbs.,) stroke of cylin-
■ simple engine, 34 in. Wheel, 73 in. Let x repre-
sent the diameter
power=K^><^y(
is 14,4.50c=ar'X42c.
j.,_14,450_3^^. tijgrefore
+ H^
IXcX7D=:a:2x4:i
=18Ki
or desired diame-
ter of high pressure cylinder: acd ^3xi8-52=26i in. or di-
ameter of low pressure cylinder.
He goes on lo say thai perhaps this method of estimating
Ihe diameters of compound cylinders may give slightly too
large a result; for the average affective pressure in both
may approximate nearer to the maximun effective pres-
sure therein than in the simple engine, without running
the risk of drawing fire through the tubes by a too violent
blast.
M. Ch. Baudry, of the P. L. & M. Railway (Chemins de
Ferde Paris a Lyons et a laMediterraneej has given much
attention to the compound, both as an investigator and ex-
perimenter; and his "note" on this subject is very interest-
ing. A translation of his forroulffi for relative cylinder di-
ameters, and their cut-off ratios for varvlng speeds and
pressures, will be found in the Railroad Gazette, March 7,
1890, p. 161-2, or National Car and Locomotive Builder,
May, 1890, p. 75. J. D. B.
Your committtee. to whom was referred the subject of
" Advantages and Disadvantages of Placing the Fire-Box
Above the Frames," respectfully submits the*>llowing re-
port: ^
There were issued to each member of our Association a
copy of this circular, presented herewith:
•' 1. Do you consider it an advantage to place the flre-box
above the framol If so, pleaae state your reason.
It.v in keeping mud
___„ „ frame than when
" 3. State the distance from bottom of mud ring to bottom
" 4. Is your ring set level or does it drop in front? If so,
how much ; If you drop in front, please slate your reason
for that method of construction.
*'5. Are your mud rings doubled riveted all around or
only in corner*
"6. In placing the tire box above the frame, does it run
sli-aight across or drop in middled
*'7. What depth of lire-box would you recommend*
"S. Does your tire-box stand level, or do you dish your
frame toward the front end?
" 9. What increase of grate surface do you obtain by rals-
" 10. Do you experieni
boxes heated with
" 11. Do you have any
box J
uble with dr
i stopping
pereons \
above "the frame than below, and
the diameter of flues used?
" \'i. Do you use water bars or grates, and for what kind
" V6. Do you use brick arch with fire-box above frame?
*' 14. Please stale in a general way what advantages or
disadvantages, if any, you have derived" from placing fire-
box above the frame."
We received forty-five replies, of which twenty-four
were merely acknowledgements of the receipt of circular
or were non-committal, giving little or no information
which would aid the committee in arriving at any reliable
practical conclusions. Most of the answers were given in
such a general way that it was almost impossible to get
down to detiiils. We do, however, feel very much indebted
lo a few members who, we are satisfied, did their best to
help us. Seventeen persons expressed themselves in favor
of placing the fire box above the frames, principally to gain
the 18 per cent, lo 30 per c«ot. of grate area, one member
claiming as high as fifty per cent., which, of course, ap-
plies to the Woollen tire box. We understand that our in-
vestigations apply to the simple process of placing the fire-
box above the frames, without lengthening or widening it
beyond the edges of frames. There were fiv
did not see any advantage in placing the fire
frames. These membei-s were cither burning soft coal or
were not working their engines up to their full capacity,
and under such circumstances of course they could not rea-
lize very much, if any, benefit from a change of their usual
practice. Thirteen members have no more trouble through
tubes and mud rings leaking with furnace above frames
than between frames, while four did experience trouble
from both. In these instances the water was bad or the
furnaces were so shallow that the fire was banked up
against the flue sheet, so as to entirely stop several of the
bottom rows of tubes. The greatest distance recommended
from bottom of mud rings to bottom row of tubes wtried
from 43 in. for soft coal to 10 in. for anthracite. The aver-
age was 33 in. Five members drop the mud ring at the
front end, and eleven make tlicirs straight or level. Four-
teen report single riveted mud rings,one double riveted, and
two double riveted al the coiners only. The mud ring is
dropped in ilie middle at the front end between frames by
' -'!<- -ye make them straight across
box recommended varies from
60 in. down to 43 "in. at back end and 48 in. at front end,
which is nearest to the average. But one has had any
trouble from driving boxes heating, and that was due to
an imperfect ash pan, which permitted the ashes
to fall on top of the driving boxes. Fourteen have had
no trouble from flues (which are all 3 in. in diameter) stop-
ping up, with furnaces above frames, and four have had.
In all the latter instances the distance from bottom of mud
ring to bottom row of tubes was less than 30 inches. Cast
iron grates are nsed by fourteen members, mostly for bi-
tuminous coal, while four use water bars for anthracite
coal. Brick arches are used by seven, with bituminous
coal priDCipally, and ten do not use them.
In the year 1835, Chev. F. M. G. De Pambour, in his
" Treatise on the Locomotive," uses the following very sug-
gestive language: " It is, in fact, in the fire-box and boiler
that resides the real source of the power of the engine.
From thence results all the effect produced. The cylinder
and other parts are the means of transmitting and modify-
ing the power; but what could be their effect if that power
itself did not exist?"
In 1855, we find D. K. Clark quoting, in his valuable work
on " Railway Machinery," this identical language, and we
present the same sentiment to day for your careful consid-
eration, but we hope that our experience has brought us
nearer a correct solution of that problem than were those
eminentengineers whom we have quoted. In his "Physi-
ology of the Locomotive," the eminent author, D. K. Clark,
shows that he had brought the physical conditions of com-
bustion in the fire-box down to as tine a condition as was
neces8ar\- with the work that those engines had lo per-
form. \Vhile some of the general principles are strikingly
similar, the details of that practice were far different from
those of to-day. As, for example, thirty years ago from
eight lo ten passenger cars were atl that a locomotive was
expected to haul, and Ihey were very light compared loour
heavy coaches of to-day. The speed was about thirty miles
per hour, which was easily accomplished with engines hav-
ing 16x34 in. cylinders, and driving wheeU 5 ft. to 5 ft. 6 in.
in diameter. A tire-box five feel long and a boiler with 850
to 900 square feet of heating surface was considered " mon-
strous." These conditions are all changed now, and we
heavy coaches at a speed
t a moment's
doing in foot
AT bat we did
with the former engine at the former speed. Then the best
of fuel was used, but now the object is to use the cheapest
fuel; so we are required to have a boiler with more than
three times the heating surface to do our work; or, in other
words, we ought to have at least 3,800 square feel of heat-
ing surface. We are troubled for steam, and to meet this
emergency many plans and ideas have been suggested, and
still we find that we cannot get whore we wish to be. In
marine and stationary boilers, the rate of combustion is cut
down ^s 'ow as possible, say fifteen pounds per square foot of
grate per hour; but ■
much fuel as possib]
are comp
elled to ha
ult
n to flfte
>nh
of forty-:
ve miles
hour. I
re
n- hour is
up\
ard of
hre
! per square foot of grate, and this
runs up to 15t) pounds, and often more. Thus we see thai
the locomotive is forced away beyond the economical limit,
and cannot be compared with the two classes of boilers
named above for the economical use of fuel. Modern
passenger locomotives are usually built with frames 43 in.
apart. Then, allowing for wedges and clearances, we have
413-3 in- outside of boiler, and JM'g in. width of fire-box.
When placed between the axles, the length is then limited
to six feet, eight inches, about, according lo the style of
the engine. Now we take the same engine and cut off the
fi-ame,, ^nd make a splice in frame back of main pedestal
jiiw, dropping it about 7 in. The rear part of
Irume is depressed so as to permit the boiler lo
hang as low as in the previous instance. It will
be observed that the dis
of bottom
The water
from bottom
ubes,
in
both examples. The water bars have a pitch of 1 iu. to the
foot), which insures free circulation of the water. A slight
offset is made sideways in the frames, just back of the
splice, 80 that the frames back of that point are 43 in.
apart. The fire-box is also 43 in. wide, the frames being
50 in. outside. The object in thus narrowing up
the frames is lo make room for the equalizing beams,
n^ich, through the alterations already made,
feet. All things considered, wo gain about 33.1 per cent.
by placing the furnace over the frames. The driving boxes
can by this arrangement be made to cover longer journals,
thus increasing their durability and reducing the proba-
bility of everhealing.
The idea of lengthening out a fire-box beyond certain
limits in order to secure a larger grate area is objection-
able, unless a brick arch in the furnace be used lo deflect
the gases backward, so as to better utilize all of the heat-
i»g surface of the crown sheet. Without such an arch,
the gases, in rising from the surface of the fire, are com-
pelled lo assume the form of an hour glass in order to
sqiweze through the tubes. We are fully convinced, there-
fore, that it is better to place the fire-box on top of the
frames, and gain the desired grate surface by increased
width rather than by length. This style of furnace is be-
ing received more favorably every day, and the prejudices
that used to appear against it are not heard so frequently.
Some of the more conservative of our railroad ofiicials
have adopted this method of attaining the desired object.
The depth of furnace at the front end is an essential mat-
ter, «nd we find that where the distance from top of grates
is less than 30 in., the lower tubes are invariably stopped
up by fuel being drawn into them; and we have seen tire
banked up i,n such a tire-box so as lo cover five or six rov/s
of tabes. We advocate not less than 30 in., and more when
it can possibly be had. The argument which we so often
hear against the wide fire-box, that it necessitates the hang-
ing of the engine from the bottom, has no weight, because
it is well-known that an engine hung from the under side
of the driving boxes rides very much easier than the one
with springs on top of the frame. We know where this
change has been made, and the engine ran very much
easier afterward; besides, the springs and equalizers are
in this case more easily handled than when hung from the
top. The cost of spring rigging, all things considered, is
no more in the former case than in the latter. It is well
known that raising the boiler so slightly as is required
does no harm, but is rather a benefit, because every one
who has ridden on a Wootten locomotive could not help
observing the ease with which it passed around curves.
When an engine leaves the track, one design is about as
likely to I'oU over as the other, or at all events we
never knew them to stand upon ceremony. Il is also urged
that, with the fire box above the frame, the mud ring can
not be calked. If the mud ring is properly put in, there
will be no need of calking, for your committee have tried
the plan on several locomotives during the past year, upon
the Buffalo division of the D., L. & W. Railroad.
The mud ring; is made thick at the corners, so as to
put in a double row of rivets. No leaks have as
yet occurred with mud rings applied in this
manner. The water used in these boilers is probably
as bad as any in this coutry, for it is impregnated with
sulphuric aci'd, and forms a hard scale, principally of sul-
phate of lime. A question may be suggested in reference
to double riveting all round, but that involves the subject
of boiler construction, with which this committee has noth-
ing to do at present. The spring rigging on this engine is
easily reached, and it is found that, with the center of
^•;avity high, the lateral motion does not so readily ap-
p'e»r, and that the wear and tear of the running gear is
under those conditions very much less than when the boiler
is set low in the frame. With single riveted mud rings,-
these engines gave no end of trouble, but with the double
riveted comers they do not leak, or, in other words, the
disease in this case is cured by the remedy described.
In summing up, the evidences prove that with the fire-
box above the frames the combustion is very much better
than when between the frames; the larger nozzles may be
used, thereby lessening the objectionable back pressure
upon the exhaust. Cheaper fuel may be used, other things
being equal. More water space around the fire-box may be
had, and the sides of the furnace may be inclined suffi-
ciently to take advantage not only of a greater efficiency of
the heating surface, but giving the water a better chance
to circulate. We also have more space for the ash pan,
and can hang it higher to keep itout of the snow and away
from the driving boxes. The rigid wheel base can be short-
ened. It gives better clearance for eccentrics and straps.
It makes a better proportioned boiler, when found neces-
sary to increase the diameter of boiler shell or to lengthen
the' fire-box. The fireman can work his fire to better ad-
vantage, and the weight of engine can be more evenly dis-
tributed upon the wheels. The cost of keeping up the ex-
pansion braces is very much less, and the frames can be
taken down and replaced at a very much less expense of
frames. Soft coal as well as anthracite is now being used
in fire-boxes above the frames. In classes D and H the mud
rings are level, while in class I there is a straight incline
toward the front end, having a drop of 7,"^ in. in a length
of 6 ft. One reason for dropping the frame in this instance
was on account of the short fire-box, so as not to cover the
front of the grate with a pier to support the brick arch,
and also to secure a good depth of tire between the grate
aud bric'k arch. In classes I and D, the tubes are 3 in. in
III
July, 1890.
THE RAIL^WAY MASTER MECHANIC.
diameter, while in dlass H they are 2^- This roftd uses
brick arch with fire-boxes above the frames, and advocates
its use generally in this style of boiler.
We find tlu'ough close observation that, on account of
the pecular formation of the boiler, owing to the curved
sheets forming the front of the furnace, and the leg of the
boiler, where the heat is most intense, the expansion and
contraction of those sheets is necessarily greater at that lo-
cation than at any other part of the boiler. Consequently
in a short time the sheets begin to work loose from the mud
ring at the corners, more especially if the water be bad,
and difficult leaks occur. With good wuter we find no such
objection. We recommend double rivetingat the comers at
least, and that cast iron grates be used in preference to
water bars. We like the brick arch and believe in its
economy, but there ure many practical objections to it.
That, however, is a subject somewhat foreign to the one in
hand, so we recommend that the association discuss its
merits independently. The disadvantages of placing the
fire-box over the frames are, in our opinion, so small that
we do not feel like trespassing upon your valuable time in
attempting to discuss them.
From the meagre information received, and the entire
absence of data relating to the actual performance of loco-
motives with tire-boxes above the frames, and from the
fact that the replies to our circular contain no comparisons
of the relative economy between locomotives with the fire-
box between the frames and those having the furnaces
over the frames, your committee do not feel satisfied in
this attempt to do the subject justice. Our report is there-
fore very incomplete. These replies have been very slow
in coming in, so that after considerins those communica-
tions, the time at the disposal of the committee was too
limited to permit any experiments, which would have en-
abled us to determine certain supposed advantages of the
wide fire-box. Furthermore, from information received
from various builders of locomotives, there will probably
be pi't to work within the next few months at least 300 to
400 locomotives with fire-boxes above the frames, from
which reliable data can be takeo. This should be done and
embodied in a subsequent report. We suggest that this sub-
ject be continued, in order to permit of the collection of
such data, and to make suitable experiments to decide the
questions proposed.
FuED. B. Griffith.
J A.s. Macbeth,
W. A. Foster,
Lewis F. Lyne.
Your committee, to whom the subject of "The Best Form
and Size of Axles for Heavy Tenders" was referred, pre-
pared the following circular and sent it to the members of
the association and othei-s:
1. Are you in favor of an axle for heavy tenders with or
without end collars?.
Ans
2. If in favor of an axle with end collar please give
figures for the following dimensions:
{At Uiumetor of end collar in
(Hi Diiiimier of Journal In
(Ci I)itiuit'i«T of dust guard scat in
(D) Diameter of wheel seat in
( El Diameter center of axle in
(K) Length of end collar in
(Gl Lt-ngth of journal in
(H) Leuglhofdust guard seal in
(I) Length of wheel seat ,..In
(.11 licngth from center t«j center journal ft in
(K) Length of axle over all ft in
3. If in favor of a coUarless axle, please give the dimen-
sions as above, except the (A) and (F). Also kind of end
stop and manner of fixing same.
4. Which one of the three forms in use (given below) of
form of axle between the wheels do you approve ( And why t
5. What is the limit of weight on journals per square
inch of contact f
35
lbs. to 350 lbs., showing a wide diversity of opin
that the question was not viewed from the sam
point by those making the answers.
Your committee would recommend 300 lbs. a
standard for limit of weight per square inch of
and recommend that this contact be equal to the diameter
of the journal. With the journal 4^4 inches by S inches
the weight per square inch of contact with a tender of the
dimensions in our circular, would be about 225 lbs. per 1
square inch; this would vary, according to the construe- I
tion, but there would be ample margin for safety and good I
results as to wear.
To the question as to the form of axle between the wheels
there are 13 for form No. I ; two for form No. 2; and 13 for
form No. 3, making 28 answers to this question. Your
committee are of the opinion, however, that form No. 1 is
the correct one. The question of form between wheels
was suggested at the time the circular was under consid-
eration, by one of the members of your committee having
several bent and broken axles of forms Nos. 2 and 3 in his
shop. Since then we found that the Peunsylvania Railroad
had noted on their blue prints the adoption of form
Nos. 1, and your committee asked from Mr. A. S. Vogt,
mechanical engineer, Altoona, and from Mr. Edward
Grafstrom, chief draughtsman of the P.. C. & St. L., and
C, St. L. & P., Pennsylvania lines west of Pittsburgh, the
reason which led to the change and attach their answers as
part of our report.
Your committee would then recommend the adoption of
the master car builders' axle for cars of t}0,000 lbs. capacity,
with form No. 1 between the wheels as the proper dimen-
sions and form for an axle for heavy tenders.
This will be also in the interest of economy, as the car
and tender axle of heavy capacity will be interchangeable
and no special axle for this purpose will have to be carried
W. SWASSTON,
W. Gabstang,
Jas. Maglenn,
l. r. pomehoy,
Committee.
The following are the letters referred to in the report,
Mr. A. S, Vogt writes :
"There has from time to time been much complaint about
axles used by the Pennsylvania Railroad Company being
weak, and we have a few of the large size with 4x8 in. jour-
nals broken in service. This break has generally taken
place, especially in the iron axles, half way between the
center of the axle and the inside hub of the wheel; this is
also a favorite place for the axle to bend. Some time over
a year ago, we made a very thorough investigation of the
dimensions required for car truck axles, taking into con-
sideration, not onlv the static loads, but also the shocks
against the flanges of the wheels caused by the -itriking
of curves and points of the frogs in yards, also allowing
for the forces acting in a horizontal direction through the
center of gravity of the car, all of which make it neces-
sary to make the large diameter of the axle directly at the
inner end of the wheel fit, but the same investigation also
shows that the axle can be gradually diminished in diam-
eter toward the center; this reduction in size proceeds in a
way which causes the outline of the axle to assume a
curve, resembling a very flat parabola. The trouble has
been with our axles in the past that they did not receive
any mathematical investigation, but were simply guessed
at, and although the shape approached a true one, it was
not quite right; this curve was the nrincipal error, and
the investigation showed that it should be a great deal
flatter than what we had it; in fact, so much so, that it is
nearly a straight line, and we made it so. That part of
the axle, therefore, resembles two truncated cones joined
at the small end.
"I think you will also find that a shape proposed by the
master car builders as their standard for the 00,000 lbs.
cars is the same shape, and this form of axle is shown on
plate No. S, and described on page No. 211 of the master
car builders' report of 18S9. "
Mr. Edward Grafstrom writes;
and S is
By a heavy tender your committee understands one that,
when loaded, will carry, say about 3,(j(>0 gallons of water
and about Ul^CKX) lbs. of coal.
To this circular your committee have received 3fi
answers, and of these, 17 express in favor of the master
car builders' standard axle for cars of tW.OOO lbs. capacity,
as adopted last year; ten are in favor of the same general
form of axle with slight changes in the dimensions, but no
two of these ten agree; three favor the M. C. B. axle for
40,000 lbs. capacity car3.Thus,we have :^0 replies in favor of
axles without collars. Of the dimensions given by those in
favor of the coUarless axle, no two are agreed, nor do ihey
agree in regard to the end stop, as each has a different de-
The blue prints sent to the committee are forwarvled for
the inspection and information of members at the conven
tion.
There are twenty answers to the questions of limit of
weight per square inch of contact, and these vary from 170
diagram No.
of gravity of the c-ar.
ghs 80,000 lbs. loaded, each axle would support
a weight of 20,000 lbs., represented in the diagram by Q
Besides this weight, each axle is acted upon by a horizon
tal force H, caused by the centrifugal force in curves and
by the swinging motion of the car. This force H has by
Adam Scheffler's experiments at Braunschweig, Germany,
been found to be as high as 04 of the load. The resultanv
of the force H and the weight Q is represented by the
direction R
"If Risdivid
ponents going througt
. • Jh
K" from which H is turned musi be normal to the surfac*
ih^H ?s t
compoueut through the
of the rail in contact with the wheel, or in other words, the
force of R must be moved upward in its own direction un-
til the angle S' K" L is equal to 90 deg. The two compo-
nents of R would then act along the lines S' K' and S' K".
These lines intersect the center line of the axle at B and C,
and are here divided into vertical components Q' and Q",
• left outol
consideration, as they do not aflfec
"From the point E. where R extended intersects the cen-
ter line of the axle, a vertical line K c is dropped to some
point e below a line a d, drawn parallel to the axle. Points
a and d are the projections on this line of the center points
of the journals, 90 that a d is equal to A D, and a and d
are connected with c. forming the triangle ade. Q' and
Q" are extended to C and c. which points are connected by
the line C c. If vertical lines are now drawn from the
wheel fit B* H" to points C" on a c and C" on the extension
of C c, then the polygon a C C" »■ d is formed. This poly-
gon determines the correct axle for the weight Q and the
force H, as will be shown. But as H is liable to act in
either direction, and both halves of the axle must be made
alike, the polygon takes in reality the shape shown on dia-
"In order to ascertain the shape of the axle, the
between the wheel fits is divided in a number
parts (see diagram No. 2). From each of these
points a vertical line is drawn through the polyg
cording to F. Reuleaux, the diameters of the ax
different points K, L, M, N and O, stand exact
same proportion to each other as the cubic root of
tances k, I, m, n and 0, or expressed mathematical
Diameter at K
==vVfc
*'In the case of the master car builders' axle the diameter
at K is 4X"t k scales on the diagram 110, and 1 scales 101
hundredths of one inch. Thus :
Diameter at L
And diameter at L=4.73".
"In a similar manner the diameters at M, N and O are
found to be 4.59", 4.44" and 4.29" respectively. If an axle
is laid out according to these dimensions, you will find that
it will conform very closely with the straight taper of the
master car builders^ standard axle.'^
Report of committee on "Brick arches in locomotive fire-
boxes. Their efficiency in consuming the various gases
composing black smoke. Saving of fuel when used in con-
nection with extension front, and as compared with dia-
mond stack. First cost and cost of maintenance.'"
Your committee respectfully submit the following:
A circular was addressed to the mem hem of our associa-
tion calling for information on the subject ol brick arches,
to which 31 replies were received, showiu^' t hat 24 used the
arch, 14 of whom used circulating pii)es, uml 10 used studs,
angle iron, or a combination of both 10 suppori it. and 7 did
not use the brick arch in any form ; three of the latternsed
anthracite coal for fuel, one used wood, one hud tried the
arch and discarded it— no reason given; the remaining two
had never used it.
Your committee find it is the unanimous opiuioQ of all
those who use bituminous coal and brick arch, that it is
most efficient in consuming the various trases composing
black smoke, and by impeding and delaying' their passage
through the tubes, and mingling and suhj.-cling iliem to
the heat of the furnace, greatly lessens tin- volume ejected
and intensifies combustion, and docs not in the least check
but rather augments draught, with the i^iisequent saving
of fuel and increased steaming capacity that might be ex-
pected from such results. This in particular when used in
sion front.
leveral experienced members based
upon actual tests, extending through long periods, also
show most conclusively that the brick arch may be used
The
with short front and diamond ^
1 excellent results
THE RAILWAY MASTER MECHANIC.
and great economy^ when bituminous coal is used as fuel,
while but very few replies to our circular give positive
data, from which even an average percent, of the saviiit:
of fuel could be shown. There remains no room for eioubt
as to the economy of a properly arranjied brick aruti in a
locomotive tire-box, using bituminous coal as fuel. Some
of the replies say the saving is from 'J5 to 40 per ceut. This
assertion is backed by the unanimous opiuious of all those
asingthem. The same can be said of its efficiency in de-
creasing the number of live sparks thrown from stack.
Your committee have positive proof that the cliiims for
fire along- many roads, who formerly used no arch, have
been greatly lessened by the use of the arch, even without
the extension front, and, when used in connection with the
extension front, the tLrowiug: of dangerous live sparks was_
almost entirely avoided, as long as everything was kept in
good shape. In addition to the great advantage already
mentioned, your committee ascertained the fact beyond dis-
pute that the arch in connection with a well arranged ex-
tension front greatly lessens the throwing of line cinders
and dirt from the stack on the train, thus prolonging the
life of car roofs, varnish, paint, etc. Especially is this ap-
parent on passenger trains, and of course adds greatly to
the comfort of passengers.
& Your committee fail to find in the large correspondence
they have held with practical men who are using the arcti,
any evidence that one well constructed and properly applied
has any seriously damaging effect on the sheets of the fire-
box or -boiler tubes, but on the contrary much evidence is
shown that the tubes are greatly protected at fire-box end,
. and do not cut away or clog up as fast as when no arch is
used, and that as a rale when an arch has U) be removed
to clean out or work upon dues that were in good shape
when the arch was aiM'lied, that the arch will be found to
be nearly burned oiii and to have been in place a reason-
Your committee find it is the almost unanimous experi-
ence of all those using the brick arch and extension front,
that its cost of maintenance is much less than the cost of
keeping tire tight and spark proof any form of diamond
stack, or other stack, or spark arrester, with
ting and lin
supported
itsr
The ave
others le^s: tLe oj-.t vaiyinL' vviiti the mode of application,
number and thickness of tubing, etc. The addition of ex
tension front averages about *10U. The item of stack and
cast front end proper, with door, are not included in cost of
arch and extension as given here, as these would have to
he used under any circumstances. Irour committee find
that the arch complete on circulating pipes is applied by
some roads for from $17 to ^20. while others who are equally
as well equipped to do the work say it costs them from ^io
to WS.QVVe also find the same difference in cost of appl^ving
extension front in various shops; some roads claiming to
apply It for $eo, while otUei-s say it costs them ^loO, not in-
cluding stack and front proper and door. AVe find the
greatest difference iu cost of applying arch exists on roads
using devices other than circulating pipes to support arch.
One road puts in arch complete for ^, another for $5, while
some using almost the same arrangement place tae cost for
complete arch at #"21).
The information gathered by your committee shows con-
clusively that the first cost of arch, supported on circulat-
ing pipes in a safe and substantial manner, is about twice
that of most of those supported by angle irons, protected
studs, etc., and if we can be safely guided by the written
statements -of some of our most intelfigent acd practical
master mechanics, these latter devices, if properly pro-
tected by allowing the bricks to cover the supports, last
longer than the best applications of the former, and of
course the danger attending a bursting pipe is dispensed
with. Your committee find it very difficult to decide from
any data furnished them by members of the association, or
from any other source, "TLe best manner of supporting
' ■■ Those using circulating pipes clai "
and say they have in most c
back to the pipes. Others
abandoned them for angle :
protected by a pipe drilled
tried other plans and gone
'no formerly used pipes have
in, and still others with studs
> shield them, and the whole
ivor of abandoLing the circu-
>ry supports can be arranged.
pport is attended with more
bility to become clogged
fron
ally I
blowing out of sheets and
ven where rigid inspection is
Second, the pipes are more
-of \
posed directly to the action of coal sparks
driven by exhaust, the cutting effect of which is almost as
severe as the " sand blast," and causes constant and fre-
quent renewals to all exposed parts, while the compara-
tively gentle suL-tion of high nozzle of the extension is ample
to clear the Xa\-v^ and deposit the sparks in the frout, but
does not cut aw.iv the heavy steel wire netting below the
nozzles. The ^i.arks in the'oue instance are caught and
driven before tiio exhaust steam aud along with it, while in
the other they are sucked or pulled after the successiveex-
hausts, and tlie sand blast effect is destroyed.
The data gailiored by your committee fail to show any
comparative tigures of oost of maintaining the two styles of
fronts, hut the evidence is overwhelming in favor of the
brick arch and extension (outside of first cost), and there
seems to be no doubt on the part of nearly every one using
the arch and extension that after an engine has been
properly equipped with both, that they can be kept much
nearer fire tight at a greatly reduced cost over the diamond
stack and short front; in fact, where the extension is prop
erly applied and kept absolutely air tight below the line of
spark accumulation, and a proper adjustment of baffle
plates, netting, etc., made and kept, and sparks regularly
blown out. they frequently ran from one tire turning to an-
other without any costof renewing parts,and in many cases
instances are shown where plates, nettings and other parts
are run iu constant service for several years, and where
cast iron stack is used it only has to be renewed in case of
accident.
Your committee desire to call attention to the exhaust
iwe report on "Extension fronts and brick, and other fire-
box arches, -to be found in report of our convention of ISSS,
pages 35 to 61 inclusive, of which Mr. John Hickey was
chairman, and which so fully covers the subject, especially
the efficiency and economy o"f the brick arch and extension
front, in connection with bituminous coal fuel.
In conclusion your committee find that the brick arch
greatly assists in bringing about more perfect combustion,
and thus aids iu lessening the amount of black smoke
formed, and for the reasons already set forth, helps to con-
sume or rather to burn out the combustible parts of the
gases composing the smoke that is formed, and fail to
find that auv serious damage results from their use, and
that the first cost and cost of maintenance, as compared
with ordinarv -diamond" stack, plain tire-box and short
frout, is plainly in favor of the former. We therefore rec-
commend its use by all who desire to get the best and most
economical results from bituminous coal fuel.
VVe recommend as the "best manner of supporting the
first, freedom
about the engine by failu
times attended by the use of circulating pipes. Second,
one that can be quietly and cheaply, yet substantially put
up and maintained, and that is in a measure protected by
the arch from the action of the fire. Third, one that will
allow the bricks to be removed and replaced with greatest
ease, and least possible damage, and that will give easy ac-
cess to the boiler tubes, tube sheet and crown sheet when
bricks are removed, and we think that these several condi-
tions are nearer met by some of the methods shown on blue
prints on exhibition in the meeting room, aud known as the
''angle iron and stud supports," and we believe that the
best features of some of these might be combined and
worked intu a support that will meet the requirements of
the general service. We are not prepared to recommend
the abolition of the circulatins: pipe, but we suggest the
serious consideration of a safer and cheaper method for
supporting brick arches than is obtained by their use.
Before closing this report we desire to call attention to
the large number of arch bricks broken in transit and by
handling after they are received. This is especially the
case where bricks are hauled long distances and when
shapes are tlat. long and heavy. It has occurred to us that
some suitable means might be adopted to strengthen the
brick by having iron rods made up in the moulds in such
manner that should the bricks become cracked or broken
through their section, they would be held together aud
could be utilized, and as soon as exposed to heat in furnace,
they would fuse together from the effect of accumulated
'lag,
on boiler tubes, particularly where more than three pipes
are used, and if only three pipes are used, broken bricks
cannot be utilized, which is one of the best features of the
pipesupiKirt.^
The good^points of the pipe support must not
not be overlooked, however, and among them may be men-
tioned; first, as a rule, asimpler and consequently cheaper
style of brick can be used. Second, if four pipes are used,
nearly all broken bricks can be utilized, and to those fa-
miliar with Uie shipment of car load lots of ordinary arcb
bricks, this ia a big item. Third, if, as claimed by many,
that the brick injures the side sheets when allowed to rest
close and hard against it, as is generally the case in most
oth.-r methods of supporting it, the pipes will admit of a
m;;i,i; ~[.ai ' 1.' iiiu' left at ends of bricks without impair-
i ! ' ' : t heir support. Fourth, when shops are
;'i" 1 tiave good system, the circulating pipe
- -1 M (M ,; 111 for much less than it is costing most
BEl'OKT OF COMMITTEE
Your committee would report t
ing circulars were issued ' " '
(a) What is the I
ing locomotive tanks from c
(b) Have you. in repairing tanks, us
vice to prevent the corrosion usually ol
and those sheet.s forming a coal pit;
your committee of the same, and th<
curred in securing the best results; at
other form of preventive, please send
(C) If members know of any means
tank cori'o'^iMii not re
quested i ' , . '
W. Ge
ed any method or de-
iservedoo top sheets.
If so. please inform
: additional cost in-
id if of a metallic or
-s members, mostly reiv
this country, and a ma-
1 demonstrate that from
regularly coated witl
to do this 'frequently aud systematically, we have a rule,
which is rigidly enforced, requiring engine crews to take
only enougli coal on their in bound trips to reach shops and
have enough to fire up. This not only compels them to
move all cjal from top of tank, but also exposes the sides
and back of 'coal pit,' which is then scraped and painted,
if at all corroded since last painting. We find that it is the
coal that is allowed to aceumulate and remain for long
periods against the surfaces that does the mischief.
"We tried to shield our coal pit with a wooden lining, but
it wis a failure; fine coal dust would get through and be
acted upon by water and other causes, and as it prevented
scraping and painting the surfaces, it rather accelerated
corrosion. The same may be said of iron shields, unless
they be made a part of the tender, which would mean noth-
ing less than double thickness, as it would be difficult to
get them tight enough to prevent dust and water getting
between surfaces.
"The idea of making those parts of our tanks that are
constantly exposed to coal out of sheet copper of suitable
thickness has occurred to us, thinking that, where a stand-
ard tank was built, the copper parts might probably wear
out several steel or iron portions, a^ the parts to be made of
copper are less liable to damage by accident, it might pay
us to do so; but we have never put the idea into shape to
get any data as to cost, and I only mention it as pertaining
to the subject. j
"As to the 'best means of preserving locomotive tanks
from corrosion,' I am unable to say, and simply give my
views and experience for the consideration of others, and
add our practice as being the most feasible and economical,
as well as efficient, that has come under our observation.
As to the 'economy of preserving them,' there is no doubt
in mj- mind that money can be saved each year by arrest-
ing decay in tanks, both inside and out, by preventing cor-
Mr. H. J. Small, of the Southern Pacific, writes that, in
addition to coats of mineral paints given the tops of tanks,
sufficient slope toward the coal pit should be given for
drainage.
A reply from Mr. Godfrey W. Rhodes and Mr. Wm. For-
syth, of theC, B. & Q. Railroad Company, reads as fol-
lows, accompanied by blue prints S. 590 and S. 813:
"We think the most important thing in preventing cor-
rosion is to provide good drainage for all portions of the
tank— at the top, sides and bottom— so that water mixed
with sulphurous coal is not allowed to stand
any length of time against the sheets. For this
reason we make a space of one-half inch beween the
floor boards, and are careful to use no moulding around the
rivets at the bottom of the water leg and outside sheet.
We believe that it is a common practice not to paint the in-
side of tanks, but think it would be an improvement if
some paint could be obtained which would protect these
sheets from rust, and would at the same time not be af-
fected by hot and cold water.
"In reply to your second question. In our latter con-
struction we have made the top plates incline about four
incnes on the sides, aud also a portion of the back top
plates. This is shown by print S. 500, inclosed. The flat
portion at the back of the man-hole In this tank, and in our
older tanks with flat tops, we expect to drain with a two-
inch pipe extending through both top and bottom of the
tank. The inclined sheets add very little to the cost.
" We have not used any method to prevent the corrosion
at the back portion of the coal pit, though we think it quite
desirable to find some satisfactory method of protecting
this portion of the tank."
Mr. James Meehan, of the C, N. O. & T. P. Railroad.
writes as follows, accompanied by blue print 198(1:
"VVe cut the flare from the the rear part of the tank
about six inches in front of the water hole and run a flare
across the tank in front, leaving the rear part of the tank
with nothing but the hand railing, similar to the inclosed
sketch.
"While the flare was around the tank, and in rear of
the water hole, the water was caught on the top sheet, and
passed through the fuel, causing the coal to freeze in cold
weather and the tenoning of the tank frame to rot very
rapidly, as well as corroding the tank.
" We find the above plan to be very good, and is all that
we have done to prevent corrosion."
Mr. James M. Boon, of the West Shore Railway, gives it
as his opinion that the best way to prevent these sheets
from corroding would be to have them galvanized. He is
unable to give cost of process, as it has been quite a while
ated. Son
the employ of another road, he built a number of new
tanks, the sheets of which, forming the coal pit and top of
tanks, were galvanized steel. He watched them closely,
and while he remained on the road they fully came up to
his expectations. He does not now remember what the ad-
ditional cost was, but thinks it very moderate. Neither is
he able to say what the final outcome of the experiment
Mr. E. B. Wa
burgh, sends the followio
standard tender and tank:
" The flooring of tenders should be of yellow pine, thor-
spaces between planks. We have found that oak Moors
help i-ortosi«.in, as it contains an acid which we have found
elevated above tin.- v- -' i'n' ;i ■, '..n '.-r 1 1 ■ '. i'',i'.- > r -.'■■•■■l np
iron should be used, ■ ' t -- : ■ ,. .. i >'■■■• > > >,: , .i^^e
of plate and sides ul > -! : , . ,i.
s I lie escape ol water, lo
i>f sheets in the tanks, would
the tank an overflow pipe be
Lght stack; but as the old
-s for difference in cost of
1 stack of latter type ca
:]d bolted in place with
; done for less than f|:i(
or
bel
properly tiaudlcd.
"We ha/e given the matter much thought, but am sorry of tank i
to say we have as yet been uuable to decide upon any cheap sists of si
and reliable remedy. We have been enabled to greatly states tl
lessen the corrosion of our tanks where constantly exposed trouble g
July, 1890.
THE RAIL^^^AY MASTER MECHANIC
Mr. C. W. Rickard, division master mechanic of the Ni-
trate Railway Company, located in Chili, South America,
writes that, for inside of water tank, with water contain-
ing several corrosive ingredients, a wash of pure Roman
cement, put on the same as whitewash, is used by him
with good results.
Your committee have looked into this matter of corrosion
very thoroughly. The time has been limited to make any
special experiments, but we are of the
the information received from the varioi
ics of this country, of their methods anc
far, the same would indicate that several coats of a superior
metallic paint, allowed to become thoroughly dry and
hardened before the tank is put to use, would prevent a
great deal of this corrosion. The idea of sloping the top
sheets of tank toward the center of coal pit undoubtedly
prevents the standing of water on those sheets; but, in
this practice, the fact remains that the moistened coul mix-
ing with the cinders from smoke stack will cause a
a certain amount of corrosion on tanks so con-
structed. At the same time this is a move in the right
direction, and is a beneht. One member of this associa-
tion suggests for the side sheets of ceat pit to be constructed
of corrugated brass sheets, the corrugation to stiffen the
sheets, making it possible to use a lighter gauge. The idea
is considered good, but the Brst cost to railroads would
possibly cause an obieclion.
In cncluson, your committee are of the opinion that a
large amount of this corrosion could be prevented by the
care and attention of the men running the engines. It is
the praciee on some of the railroads to completely drench
the coal with water, in order to lay the dust. When this
is found necessary, and water could be used with modera-
tion, the life of the tank would be much longer.
Respectfully submitted,
W. J. ROBEKTSON,
Al,BERT GhIGGS,
O. Stewakt,
Jekome Wheelock.
.>T
iES.
he subject of steam pipes, passages
and exhaust nozzles, beg leave to report that during the
past two years the individual membei-s of the committee
have made a number of experiments with a view of finding
some foundation to start from on which to determine the
size of exhaust nozzles in proportion to other pans of the
engine or boiler.
The conditions that must be fulfilled by a successful and
desirable nozzle are :
That it must create draft enough on the flre to make
steam, and at the same time impose the least possibk
amount of work on the pistons in the shape of back pros-
produ
IMPROVED CUAiNK PIN PRESS.
1 effect.
It should be large enough
blast without lifting or tearing the nre, and be economicaj
in its use of fuel.
After two years of experiment and research your com-
mittee has come to the conclusion that owing to the great
diversity in the relative proportions of the cylinde
boilers, together with the difference in the quality of the
fuel, that any rule which does not recognize each and all of
these factors would be utterly worthless.
The quality of fuel is one of the most important factors,
and must be'recognized.
The diameter of the cylinder cannot be taken and the
stroke and other proportions ignored.
The size of stack alone, without taking into consideration
the size of cylinder, grate and flue area is manifestly at
fault.
The principal question on which the exhaust nozzle prac-
tice of the country splits is whether the pipe shall be double
or single.
Those using the double pipe claim that in this way only
can the exhaust from one cylinder be prevented from add-
ing injurious back pressure on the other, while the advo-
cates of the single nozzle urge that the use of two exits re-
quires that neither of them shall be central and
quently the exhaust will not produce the maximun
while the single exit being in the axis of the staca win
produce the maximum effect and can. in consequence, be
made larger and reduce the necessary back pressure.
Your committee regard neither of these upiuions as cor-
rect without some qualification. \Ve have found that there
is very little difference in the back pressure in either plan,
and this is entirely a question of design. So true is this
that it is impossible to determine, from the card alone,
which type of nozzle is used.
Your committee is also of the opinion that the use of the
single exit does not insure concentricity of the exhaust
steam with stack, and that in very many of the single
pipes the steam is not discharged even approximately
central.
The greatest part of the experimenting of the committee
tions which were to^be determined were the total heights
of the pipes and the heiglit of the bridge, relative to that
of the pipe. Also the relation of the area of each exit at
meeting iwint to the final exit. The first of these questions
we have not determined. Starting with the idea that in order
to reduce the effect of the exhaust of one cylinder upon the
other bridge must be carried nearlv to ttir i ,|. of pipe,
we have found that the height h.i i • tTect in
this direction, but the grcat.irth. ■ -hat of
the piiie, the neater was the ditl: i.:; the
discharge from crossing in the ^t
duced the height of bridge to much le^s tliaii h.ilf that of
pipe, with no increase of back pressure. Your committee is
of the opinion that the most vital |X)int In the desigi
the area of each of the two pipes where they con
shall in no case e.xceed that of the final exit, and the
cations, so far, are that this area can, with advantaj
made decidedly less than the final one: how much le;
Your c
types of .
now being made, and so far we have found that this pipe
allows the engines to steam freely with a very large final
opening, and we are In receipt of several communications
from those using them, in which considerable fuel economy
is reported.
Your committee would also state that the use of a large
final exit relative to that of piston does not of itself imply
low back pressure. They have more than once been mis-
led by making this assumption without checking it by use
of Indicator.
Your committee submiis drawing of one of the pipes
which they consider has given good results, together with
several cards from the engines using it. From these the
members can judge how results compare with those ob-
tained on their own roads.
In view of these facts, your committee feels itself
inc:impetent to advise any plan to determine the size of ex-
haust nozzle in proportion to any other part of the engine
or boiler and believes that the best possible practice is for
each user of locomotives to adopt a nozzle that will make
steam freely and fill the other condition named, best deter-
mined by an intelligent use of the indicator and a check on
the fuel account. A. W. (liniis,
.1. A. Hill.
IMPROVED CEAMK PIN PRESS.
The crank pin press made by Watson & Stillman,
of New York, has been somewhat changed in design.
In the new lorm, shown in our engraving, the truck
is all iron, and the beam is at the end nearest the
work. Furthermore it has adjustable screws for
regulating the height of the ram to suit the position
of the pin. When pressing a pin to place, it has
been found in some cases that the jack was lifted
entirely off the Hoor by the strain of forcing the pin
to its place. When the faces of the ram and pin do
not coincide exactly, the tendency is, when the
heavv beam is at some distance from the work, to
force the pin slightly out of true. It was to avoid this
that this style was devised. The company has re-
tained in this jack the pump which proved so satis-
factory in its other styles, placing it directly on the
cylinder, which is made in one piece with cross-
beam, in order to secure lightness. The chain, shown
attached to the ram. is for pulling the ram back
into the cylinder,without having to run it up against
some heavy piece of machinery and using a crowbar.
.\n improved safety coupling is attached so that the
shock caused by sudden releasing of pressure pre-
vents injury to the gauge. The pump valves are
large, and fall into their seats, requiring no rush of
water to seat them. The bonnets are made metal
metal, requiring no packings, and all parts are
made so that they can be ea.-ily examined or re-
placed. These presses arc made from 60 to 1-50 tons
capacity. The length of beam on the 60 ton is 2S
in.; 100 ton, 32 in.; 12-5 ton, 34 in ; 1-50 ton, 36 in.
i that
1 the
vhile aware that in addition ti
J mentioned there are various annular ones
e in which the discharge Is spread after leav
ing pipe, but as yet we have not been able to test their
merits as compared with plain pipes, exi-ept in the case ol
the Smith triple expansion pipe on which experiments arc
president, J. J. Casey, superintendent motive power
L., N. O. & T. The election of a secretary and treas-
urer was postponed until a permanent place of meet-
ing was selected.
The interference proceedings instituted in the pat-
ent office between W. D. Thurmond and M. .1. Lor-
raine have been decided by the chief examiner in
favor of Thurmond. The interference involved the
use of bearing flanges and corresponding grooves in
the knuckles and draw-heads of the M. C. B. coup-
A test of couplers was made at Pha/bus station dur-
ing the Master Car Builders' Convention, by the
Van Dorston Cushioned Car Coupling Equipment
Co. The chief purpose of the test was to show the
impossibility of breaking or in any way injuring the
Van Dorston cushioned coupler by the shocks and
strains of service. The cars were run against each
other at high speeds until at last one end of a car
was knocked off its truck. The coupler withstood
this ultra severe test perfectly, proving that it is
possessed of all the strength required for the hardest
service.
The
Railroad Clnb.
The Southwestern Railroad Club was organized
by the southern and southwestern members of the
M. M. and M. C. B. Associations during the Old
PointCorafortconventions.The foUowingofficers wore
elected: President, E. S. Marshall, master mechanic
at. L., A. & T.; 1st vice president, Wm. Garstang,
superintendent motive power C. & O.; 2nd vice
At a meeting of the Consolidated Car Heating Company,
Albany, N. Y., held on June 3d, the following directors and
officers were elected for the ensuing year, the only change
of especial importance being the election of Mr. George
Westinghouse, Jr., as vice president. The following is a
list of the officers and directors of the company : Directors,
Robert C. Pruyn, George Westinghouse, .Ir., George M.
Gray, R. C. Blackall, Wm. G. Rico, George L. Walker,
Alfred S Hatch, Charles J. Peabody. J. H. Sewall, Albion
Little, D. D. Sewall, Anthony N. Brady, H. S. Osgood, J.
F. McElroy. Caleb H. Jackson. Officers, Robert C. Pruyn.
president; George Westinghouse, Jr., vice president ; Will-
iam G. Rice, vice president and treasurer : Charles J. Pea-
body, secretary; D. D. Sewall, general manager; James
F. McElroy, mechanical superintendent; J. H. Sewall, as-
sistant general i
EXHIBITS AND EXHIBITORS AT THE CONVENTIONS
The following list of exhibits at the .\I. C. U. and
M. M. conventions includes most of the more import-
ant ones. It is quite likely that some are omitted
which should appear, but these will be noticed ne.xt
month.
Two devices for giving light at night to laborers, wreck-
ing crews, etc., were shown. Mr. Chas. Stilwell, on be-
half of the Industrial Light Co., exhibited two " Lucigen"
burners, which, when in operation, illuminated a large
tract of land and water. A fine display of the Wells light
was made at the second convention, and, we understand,
some orders for it were taken.
The exhibit of Stanley G. Flagg & Co., embraced a full
assortment of the malleable, cast and wrought iron and
steel pipe fittings, for air brake, car heating and other
pllie equipment.
The exhibit of the Thurmond Car Coupling Co., showed
the present sUndard form of the Thurmond coupler which
THE RAILWAY MASTER MECHANIC.
embraced improvements devised by T. L. MoKeen. Gen-
eral Manager F. W. Getnian and T. L. McKeen were in
attendance. This company nas removed its New York
offices to the new Union Trust building, S3 Broadway,
where, on the.fourth floor, they are neighbored by the offi-
ces of several railroad companies.
The Ci-osby Steam Gage & Valve Ck). had an exhibit of
chime whistles, steam gauges, indicators, etc., showing the
superior workmanship and finish which characterizes all
the manufactures of this well established and prosperous
concern. The company was represented by Walter P.
Clark and Edward C. Bates.
Mr. E. P. Monroe, general manager of the United States
Metallic Packing Co., was present during several days,
also Geo. P. Wiison, representing the same company.
Among the more tasteful souvenirs which were given
out at the conventions were ; Celluloid paper cutters and
memorandum books by the Tide Water Oil Co. ; folding
steel pocket rules, by the American Brake Co. ; memoran-
dum books, by the A. French Spring Co. ; filled cigar cases
by F. W. Bird & Son; memorandum books, by C.B. Hutch-
ins & Sons; and celluloid cigar cases, by the Dunham
Manfacturins Co.
Mr. E. W. M. Hughes, chief engineer and general agent
of the Fox Pressed Steel Company, had an exhibit of the
shapes now being produced by that concern. Mr. Hughes
attended both conventions as a member.
The Congdon Brake Shoe Co. exhibited the brake beam
hanger which that company has recently begun to manu-
facture.
L. C. Chase & Co., of Boston, had a large and well placed
exhibit of the car plushes made by the Sanford mills.
Mr. W. L. Boss, general agent of the Eureka Nut Lock
Manufacturing Co. exhibited a full line of the lock washers
made by that compan.v. Mr. Boss is pushing the business
with much energy.
Among the representatives of the Westinghouse Air
Brake Co. at the convention were H. H. Westinghouse,
Mr. Bayley and Robert A. Parks of the company's New
York office.
The Estate of F. W. Richardson, which manufactures
the Richardson and Richardson- Allen balanced slide valves,
was represented by W. S. Rogers, who is nowsuperintend-
The exhibit of the National Machinery Co., Tiffin, Ohio,
was in charge of I... Dunham, who was never very far
away from it. It consisted of a model showing diiferent
styles of dies, blue prints and full catalogues of the nut,
bolt and other machinery made by this company. This
company stands at the front among manufacturers of the
special lines of machinery indicated, and its machines are
used and approved by many railway master mechanics. It
is fully equipped with special tools for its lines of manu-
facture and its sales are large and constantly increasing.
Mr. J. P. Coulter, president and general manager of the
American Continuous Braw Bar Co., Aurora, Ind., exhib-
ited a model of the patent draft apparatus owned by that
concern.
The Dunham Manufacturing Co. was well represented
by some of its good looking young men. G. F. Bryant and
H. D. Laughlin may be named in this connection.
Ml". A. A. Coburn set up the door invented by himself
and manufactured by the Coburn Trolley Track Mfg. Co.
of Worcester, Mass.. but was taken sick and left for home
[iftcr c
; day.
The exhibit of the Capital Mfg. Co. of Chicago, comprised
an Adams automatic bolt threading machine and samples
of Holland's acme steel combination pipe, bolt and nut
wrench. This wrench has a long name, but then, it will
do a great many different things.
Full size Hinson couplers were shown by Mr. Hinson, its
inventor; also a draw bar attachment recently perfected
by him.
E. E. Gold and Egbert H. Gold had an exhibit of steam
car heating equipment and blue prints of the Gold system
of car heating.
The exhibit of the Detroit Railway Supply Co. and the
Detroit Lubricator Co. were supervised by Mr. W. E. Bry-
Mr. Alvan H. Rogers, general manager of the Jewett
Supply Co., of Boston, exhibited full size Jewett's friction-
less car center and side bearings. He also represented the
Marden Brake Beam Co.
The Parrott varnishes were represented by Mr. Henry
James, general agent of the railway department of the Par.
rott Varnish Co.
Geo. Maguire met his hundreds of friends at the conven-
tions and incidenully took care that the Butler draw-bar
attachment and the Chapman jack were not kept too much
in the back ground.
Mr. Walter G. Chase, manager of the Mason Regulator
Co., of Boston, had reducing valves, air brake registers,
etc. on exhibition. The growth of the business of this
company under his management has been remarkable. Mr.
Chase, himself, has a prosperous look, also a kodak with
Mr. Thompson showed samples of Shields & Brown's
sectional insulated air coverings for steam pipes, boilers.
The Congdon Brake Shoe Co., the Ramapo Iron Works
and the Ross-Meehan Brake Shoe Foundry Co. were fully
represented. Mr. George M. Sargent and Mr. W. W. Snow
were in attendance part of the time. Mr. Wm. Sargent,
of the Congdon Brake Shoe Co., remained during both
Mr. Chas. A. Moore, of Manning, Maxwell & Moore was
present during the Master Mechanics' Convention, and
helped in no small degree to make the deliberative and ex-
ecutive departments of the '' third house" move smoothly
and successfully.
Two very handsome machined and balanced chilled car
wheels were shown by Mr. .1. R. Ellic«tt, the New York
representative of the New York Car Wheel Works of Buf-
falo. The 4'2 inch wheel attracted special attention. These
works and the ;issociative concerns at Chicago, Detroit,
etc., are combining practical skill and experimental and
scientific knowledge in the manufacture of chilled car
wheels to an extent which is attracting general attention
in the railway supply world.
Mr. E. J. Eames narrowly escaped a very serious acci-
dent while getting the exhibit of the Steel Truss Car
Wheel Co., into position. The heavy wheel toppled over
and caught him under it. He was considerably bruised,
and was for a while obliged to keep his room. He says
that usually the wheel falls on his competitors and lays
them out. Mr. Kames also attended to the exhibit of the
Capitol Journal Box Co., consisting of the Timms journal
box and Timms automatic car coupler.
The exhibit of the Milwaukee Car Wheel & Foundry
Co., at the conventions occupied a good place, and was not
overlooked by anybod.v. It consisted of the pieces of a
wheel cast in the Barr contracting chill, so broken as to
show the great depth and uniformity of the chill produced
by the use of that invention. Mr. Halliday and Mr. Green
represented the company at the conventions.
The exhibit of the McConway & Torley Co. embraced
two Janney draw bars, one of the style now in use, the
other with a solid knuckle, foreshadowing that period in
the future when links and pins will live only in the mem-
ories of old men. Mr. C. P. Krauth, secretary of the com-
pany, and Mr. Philip Hien, of the Chicago office, were in
attendance.
The four Fowler rolled steel car wheels in charge of Mr.
H." Strong Fowler, made a flue show among the exhibits
and looked tit for the severest service. Large orders for
this wheel are now being filled and the future of the com-
pany looks bright.
Messrs. Anthony & McElroy,of Philadelphia, eastern rep-
resentatives of the Central Iron & Steel Co., of Brazil, Ind.,
showed some of the well finisbed,turnbuckles made by that
concern.
Messrs. Smitli & Courtney, who constitute an active
railway supply concern in Richmond, Va., were in attend-
ance at the conventions.
Representing the Nathan Manufacturing Co. were
Messrs. Wm. Tooth, Geo. Doyle, Wm. H. Gurney and Jas.
Minor. A Monitor injector of the latest design was on ex-
hibition under their care,
Mr. Jacob Johann, of the Safety Car Heating ..t Lighting
Co. attended the meeting of the master mechanics, of whose
association he is an honored ex-president. Mr. Wm.SlJohn,
the general eastern agent of the company was present during
both conventions.
The Dreher Manufacturing Co. exhibited samples of the
lubricating compounds made by that concern and now
largely used on fast passenger trains. Messrs. Lichten-
heim, Jerome and Campbell represented
the rifle match with a team of marksmen from the
of Portress Monroe Mr. Campbell made the best score of
the team with which he shot.
The National Hollow Brake Beam Co. had a full exhibit
of both brake beams and representatives. Mr. E. B. Leigh
was present during the first week and Mr. L. C. Burgess
the second, and Mr. F. G. Ely was "on hand" from first to
last. The works of this company in Chicago are crowded
to the utmost to fill orders.
The Standard Car Coupling Company was well repre-
sented by President E. C. Clark, Vice President William
Jones. E. G. Buchanan and Frank Clark. Couplers made
exactly on the M. C. B. lines were shown.
Messrs. Coolbaugh, McMunn & Pomeroy were well rep-
resented by the members of that young, but strong and
prosperous firm. Their principal exhibits consisted of
Carnegie, Phipps & Co.'s manufactured steel products, and
the Boies car wheel. They also assisted in the exhibit of
the Frost carburetor, as applied to lighting railway cars.
A working model of the Johnston electric train signal
was exhibited by W. C. Johnston, the inventor, and Mr.
F. T. Robinson. It was carelully examined by many incni
bers of the association. Mr. Johnston, aided by William
St. John, of the Safety Car Heating & Lighting Co., ar-
ranged the rifle match between a "scratch" team of rail-
way and supply men, and one composed of marksmen
selected from officers and soldiers belonging to the garrison
of Fortress Monroe.
The Gould Automatic Car Coupler Co. had its standard
coupler on exhibition. Mr. Chas. H Gould, president of
the company, A. Dowdeil and C. W. Gould were in at-
tendance.
W. T. Paul, of the Damascus Bronze Co., had an exhibit
of locomotive and car journal bearings, tuyeres, etc. He
also showed the Smith oil box, which has made a remai'k-
able record on the Lake Shore & Michigan Southern road.
Mr. E. H. Van Vleet represented the Phoenix Company,
and showed models of Watson & Stillman jacks, Excelsior
packings, etc.
One of the most perfect models on exhibition was that of
the Barber car truck— designed by Mr. Barber— master
car builder of the Northern Pacific road.
A patented extension running board, invented by S.L.Mott
was shown by Chas. E. Goldee.
The National Lock Washer Co. had an exhibit in charge
of D. O. Ward.
An exhibit of airbrake and steam hose and "rainbow"
packing was presided over by C. H. Dale for the Peerless
Rubber Mfg Co.
Samples of car journal bearings were shown by Paul S.
Reeves. Philadelphia.
A combination cylinder cock made by the Riggin Mfg
Co., Wilmington. Del., was exhibited by H. H. Riggin.
An exhibit of metallic steam pipe coupling was made by
E. F. Roberts for the Roberts Mfg Co., Columbus, O.
Samples of the rawhide dust guards made by W. SSoule,
Boston, were on exhibition.
The western department of the Boies Steel Wheel Co.
was represented at the conventions by Mr. H. W. Boies,
whose office is "212 Phenix building, Chicago.
A fine sample of flanged steel, produced by the Spang
Steel &Iron Co., Pittsburgh, was placed on view by E. S.
Mr. B.E. Tilden, of Cleveland,©., was in attendance sev-
eral days, and had samples of the Tilden replacing frog.
The JuU centrifugal snow excavator was represented by
Mr. Otis, a prominent officer ol the JuU Manufacturing
Co.
The Van Dorston Cushioned Car Coupling Equipment Co.
was represented by Mr. E. H. Johnston, J. H. Hamilton
and other officers of that company. A track test of this
coupler made June 1*2, is referred to elsewhere. Mr. Van
Dorston, the inventor of the coupler, attended both conven-
A full sized model of the Beats locomotive brake was
brought to the Master Mechanics' Convention by Mr. Jas.
Howard, the manager of the company.
The boltless steel tired car wheel devised by W. W.
Snow, of Ramapo, was a beautiful niece of work, and was
frequently examined and talked about by the railway offic-
ials. Mr. Snow was present for several days, with an at-
mosiihere of good humor around him, as usual.
Mr. E. A. Curtis, manager of the Elmore Box Lid Co.,
exhibited a lid which showed no sign of wear after 15
months' service. Mr. Curtis is working quietly but inde-
fatigably to introduce this lid, and seems to be well satis-
fied with his success thus far.
The Cliff & Righter Spring Co., Oswego, N. Y., was rep-
resented by Mr. Place whom a large number of people
seemed glad to see.
Mr. R. G. Chase, of the Williames system of car heating,
was present during the second week.
A full size extensible car step, made by the Wood Exten-
sible Air Car Step Co., was on exhibition in care of J. P.
A sample of car heating equipment was shown b.v J. R.
Drozeski and H. Walker, of the Erie Car Heating Co.
The exhibit which attracted the most general attention,
was that of the Consolidated Car Heating Co. It consisted
of working models of the three systems of car heating by
r circulation, which that company offers to the rail-
1. A small boiler supplied steam and the piping in
model consistedof glass tubes, filled with colored fluid.
This enabled the processes involved in .producing and
maintaining a circulation in the pipes of a car to be dis-
tinctly seen. It was a most interesting exhibit, and re.
fleets special credit on Mr. J. H. Sevvall, who devised and
constructed it in a very short time. The company was well
represented at both the conventions. Col. Wm. G. Rice, D.
D. Sewall, J. F. McElroy, J. H. Sewall, J. T. Leighton, R.
P. Scales and L. H. Tobie being in attendance.
The Railway Lighting & Heating Co. had on exhibition
two cars equipped with ten Frost lights. This exhibit was
in charge of Mr. Frost himself, assisted by Messrs. Cool-
baugh, McMunn & Pomeroy. A large number of railway
officials visited the cars to inspect the light, and much ad-
THE RAILW^AY MASTER MECHANIC.
duced by
ystem. The carburetor has been so im
[vUl now give a lUU candle power light for
! houi-s. Three of ibose burners— or four at
the most — make a car really light.
Mr. Sheldon had on exhibition a Kling M. C. B. coupler
and explained the peculiar merits of that device to many
members of the associations. We are informed that the
Louisville, New Albany & Chicago has just ordered this '
coupler on :ii5 new freight cars.
The leading car seat maDufacturei*s made no exhibits at
the conventions this year, but were generally represented
at both conventions. Mr. Scarritt, of St. Louis, Mr. H. S.
Halo, of Hale & Kilburn, Mr. Johnston, of the Johnston
Car Heat Co., and Mr Henry, of the Wakefield Rattan Co.,
were among those present all or a part of the time.
The Fontaine Safety Signal Co. had an incomplete ex-
hibit at the conventions— part of the apparatus having mis-
carried in transit. Mr. R. B. Owen, the manager, was all
there, however.
A full size exhibit of the Westinghouse frictiou buffer
was often stopped at and studied by the master mechanics
and car builders at the conventions. The need of such a
device is steadily becoming more and more widely recog-
nized, and it is expected that many roads will put this
buffer under trial during the next few months. Mr. R. H.
Soule was present during the tirst week.
The model of a steam driver brake shown by the Ameri-
can Brake Co. was one of the neatest exhibits at^ the con-
ventions. It told its own story, but Messrs. Adreon,
Higham, Schevers and Evans were also present, holding
grdund already gained and extending their lines still
Tie exhibit of pressed steel shapes by the Schoen
Manufacturing Co. attracted general attention from first to
last, and was visited by everybody. Mr. Charles T. Schoen
was present during both conventions, and must have been
gratified by the hearty appreciation shown of his work in
tliis field -in which he will always be considered a pioneer.
That is an honor which he has fairly earned. Represent-
ing the company were, also, W. H. Schoen and J. W. Robin
F. W. Bird & Son, of East Walpole, Mass., made an ex-
hibit of the "Neponset" brand of car roofing fabric manu-
factured by them. The concern was represented by Mr.
Bingham, secretary of the Barrett Manufacturing Co. of
Chicago, and Mr. J. G. Smith, its general traveling agent.
The exhibit of the Martin Anti-Fire Car Heating Co.
comprised the new steam coupling now furnished by that
concern, a new hose rtse by which fittings can be put on or
removed from air brake or steam hose with great ease and
rapidity, and the DeKalb ventilating car window. The
latter device which was in the special charge of L. B. Eaton
was favorably commented on by the railway men. The
company was fully represented -President Wm. Martin,
Vice President Frank E. Shaw, and Western Agent H. O.
Nourse being in attendance.
The P. H. Griflln Machine Works,-Buffalo, N. Y., repre-
sented by Mr. J. R. Ellicott, exhibited the automatic air
brake register which that company manufactures and
which is meeting with much favor.
Messrs. C. P. Hutchins & Sons, Detroit, Mich., were
represented by C. H. Hutchins of the firm and by Mr. F.
S. Wood. Their exhibit consisted of a model ear roof.
Samples of the standard forms of the Morris pressed
steel car box lid were on exhibition at the convention, as
were also A. French & Co.'s locomotive springs with V
shapetl band. George Morris, himself, was also present,
greeting old friends, making new ones, and helping all the
visitors to have a pleasant time.
Mr. A. G. Paul and his associates of the Western Valve
Co., and Fairbanks & Co., had a large and interesting ex-,
hibit at both conventions. Mr. Paul and Mr. W. J. Cook^
of the Mctiuire Mfg Co. had a brief but lively coUisioi
with the military authorities of Fortress Monroe, but came
off victorious— as they always do.
The Morton Safety Heating Co., of Baltimore, exhibited
a car equipped with the heating system which that com-
pany controls. This system has just entered the field of
rompetition, but its promoters and those who have seen it
in service ai-e very confident that its merits will bring it
rapidly to the front. Mr. E. G. Kenly, president and gen-
eral manager of the company, and Maj. Eugene Carring-
lon, general sui>erintendent. were presented at the conven-
tions and made many acquaintances among the members.
Mr. H. M. Montgomery also looked after the exhibit.
The Boyden Brake Co. made its first appearance at the
conventions on a grand scale. The company literally
"pitched its tent" on the grounds and gave a full exhibition
of its apparatus as in actual service. The pump was placed
in the large boiler room of the hotel, and was connected
with a number of brakes set up in the tent. There was
steady infiux of interested visitors all day long and every
day, and the operation of the brakes in service was fully
shown. The parts and details of the apparatus were also
shown. Mr. Boyden, who is president of the company,
Secretary Mann. Treasurer Wliitridgc, F. A Sliiuiid,
traveling agent, and others, were in attendance.
A new and apparently very serviceable modification of
the Miller hook coupler was shown by E. N. Jones, of Jones
& McAvity, St. Johns, N. B.
Substitutes for curled hair, etc., for stuffing car seats
were exhibited by Geo. F. Sumner, for the Knitted Mat-
tress Co., Canton, Mass.
A very large and interesting exhibit of photographs
showing the "Rotary" at work opening snoiv blockades
last winter was shown by Leslie Bros. Manufacturing Co.,
Paterson, N. J.
The continuous recording car seal and door fastener
shown by Mr. Geo. J. Ferguson, of Greenville, Tex., its
inventor, attracted att£ntion. As shown, the device was
crude, but when perfected it may prove a valuable inven-
tion. It is designed to record every opening and closing of
the car door, and to show where and when it was opened
or closed. Mr. Ferguson is also the inventor of a "com-
bined direct and automatic system of air brakes."
A new steel grain door was shown by the Michigan Rail-
way Supply Co., of Detroit. This door is made h-om a
single corrugated sheet of steel, and therefore cannot be
split up for kindling wood or used for hen coops at ter-
minal points.
An entirely new coupler of decidedly original design was
shown by Messrs. Seley and Flournoy, managers of the
Lone Star Automatic Car Coupler Co. This invention, as
its name indicates, originated in Texas. It is neither a
hook or a link coupler, and while showing decided ingenu-
ity, seemed generally to be regarded as having been born
out of due time.
Among the new M. C. B. couplers on exhibition were a
full size Robert- East wick, shown by Mr. Robert, and a
model shown by George J. Ferguson, of Greenville, Tex.
A new flush car door, invented by Mr. Wagner, of Wag-
ner car door fame, was shown bj the American Fifth Door
Company, of Indianapolis. The exhibit was in coarge of
the inventor.
A car equipped with the heating system of the National
Car Heating Co. of Topeka. Kan., stood on the side track
near the Hygeia hotel during both conventions and was
visited by most of the members. The inventor of the sys-
tem is Mr. Searle, who patented years ago the Searle car
heater. The exhibit was in charge of Mr. N. R. Baker,
who was very successful in this his first convention ex-
The Automatic Interchangeable Car Coupling Co. had a
car equipped with the Fox coupler at the conventions. The
exhibit was in charge of P. L. Wells, general agent of the
company, whose office is at 116 South Clinton street, Chi-
cago. This coupler, which originated in California, is so
constructed that in case of breakage the head can be re-
moved from the stem and replaced by a new one without
disturbing the draft rigging. Either an M. C. B. or Miller
hook can be placed on the stem as required. Messrs. H. J.
Small, and Benj. Welch, of the Southern Pacific, speak
highly of this coupler and it was favorably commented on
by many railway ofticials at the conventions. At a public
test in connection with another M. C. B. coupler at Phebus
station, it was entirely successful.
THE OFFICIAL RAIL"W"AY LIST.
Changes for the Month of Jane, 1890.
B.4I.T1MIIHE & Oiiin SoiTUWE>TKKN.— D. D. Carothers
appointed engineer maintenance of way.
BosTiix Jfc M.11XE— Herbert E. Fisher elected assistant
C.iNAMHN P.iciFir.— D. M. Telford, treasurer of the
western division, resigned, and transferred to Montreal
oftlce; D. Preston, formerly acting mechanical superin-
tendent, now mechanical superintendent.
Camiiex & Atlantic.— Secretary D. M. Zimmerman re-
CiiiiAiiO, Briii.ixGTON & NoiiTiiEux.— W. J.C. Kenyon.
general passenger agent, appointed general freight and
Cmi ANc), Bi Ki.ixoTox & Qtis. v.-W. F. Merrill, gen-
eral manager of the Kansas City, St. Joseph & Council
Bluffs R. appointed to succeed E P. Ripley, resigned, as
general manager of the C. B. & Q. system.
Centrai, New Exoi-asd & Wksteiix.— Superintendent
G. G. Thayer resigned.
CnicAoo & Atlantic— G. G. Cochran appointed general
freight agent vice A. S. Crane, resigned.
CiiicAoii & Eastern Illinois.— General Manager Goo.
W. Saul elected president in place of D. J. Mackey.
CUK .Kio, MiLWAlKEE ..fe St. Pail— Albert J. Eariing to
be general manager; W. G. Collins to be general superin-
tendent vice Eariing; H. R. Williams to succeed Collins as
assistant general superintendent; J. F. Tucker, assistant
general manager, to be assistant to the president.
Ciii' A'jo ,"4: NoicTnwEsTEUN.- W. A. Gardner appointed
su|jerintendent of Wisconsin and Milwaukee divisions to
succeed E. J. Cuyler, resigned.
CiiicAoo, Rock Island & PACirrc— Benjamin Brewster
elected flrst vice president vice David Dows, deceased. H
Ciii. vc.i ,\; Wi-i .M 1-. J \1, Sterling, superin-
tendent of tracks, bridges ami buildmirs. resigned.
CuuAcii) & Western Ini.iana.-V. T. Malott elected
president.
CuocTAw Coal & Railway Co.— Walter Chamberlain ap-
pointed auditor, vice S. A. Bentley. resigned, with head
quarters at South McAlester, I. T.
Cleveland, Lorain & Wueei.ixi;— John Moran, assist
ant roadmaster, appointed roadmastcr, vice James Reynolds,
Midland.— D. D. Carothers,
, resigned. C. E. Shoemaker
nd Wm. Howe to ai-t as trainmaster and roadmaster, re-
spectively, until further notice.
Ea.sterx of Minnesota.— E. F. Dodge, general freight
and passenger agent, resigned.
EastTenxe.ssee, Viroinia&Geiikoia.- W. A. Vaughan
appointed general superintendent.
Ev.ixsviLLE & Terke Halte.— P. S. Dodds to be super-
intendent.
Georgia Pacific— W. H. Owens to be master mechanic
vice W. T. Newman, resigned, with headquarters at Bir-
mingham, Ala.
Ghand RAriD.s &IN-DIANA — E. C. Leavenworth, acting
general freight agent, appointed general freight agent.
Grand Trcnk. — Superintendent Robert Hay of Eastern
and Champlain districts resigned.
Great NouTnEUN.— John N. Abbott appointed assistant
to the president.
Hannibal & St. Joseph. — W.C.Brown appointed gen-
eral manager of the Hannibal & St. Joseph and the Kansas
City, St. Joseph & Council Bluffs roads, vice W. F. Mer-
rill. Headquarters at St. Joseph.
Kansas Citv Sibbrran Belt.— C.R.Barnhart appointed
perintendent.
Kentccky Midland.— Geo. B. Harper appointed general
manager vice W. F. Dandridge. resigned.
LotrisviLLE, New Albany & CnicAoo.- Hiram W. Hunt,
of Brooklyn, elected second vice president.
Mexican National.— R. A. Vaugban to be assistantgen-
eral freight and passenger agent.
Michigan Central.— W. J. Martin to succeed Superin-
tendent W. A. Vaughan of Saginaw and Mackinaw divi
Minneapolis, St. Paul ASai-lt St. Marie.— F. N. Fin
ney elected president, succeeded Thos. Lowry, resigned.
Mobile & Ouio — C. S. Clark to be division superinten
dent, with headquarters at Mobile, Ala. J. N. Searle a|)
pointed division superintendhnt, with headquarters at
Jackson. Tenn.
Newport News & Mississippi Valley Co.— (Eastern
Division.)— J. T. Hawkins appointed master of transporta-
tion, vice A. Lavesque, resigned, with headquarters at
Lexington, Ky.
New York Central & Hudson River —R. H. Thompson
to succeed F. S. Curtis as road-master of the third divi-
New York, Lake Erie & Western.- H. S. Harrington,
chief mechanical engineer, has resigned. A. E. Mitchell,
superintendent of tests, appointed to succeed Mr. Harring
ton, headquarters at Susiiuchaiina. .IcfTi'rson branch mailc
a separate division. W I. I >. n ,i-- vi , i, i ~ :; i.n.i.ni,
to have headquarters I I • \ . (, . , i
mira shops, made Ilia'-! : :, , ' :■ , ,.
John A. Murph.v, m.i-ii i ;i,. . ;,,i;, . , i; , .. ,i.. ,- i, ,-
resigned. N. M. St'-uli', r.M.ini.i-i. i ...t !.i • i i.,,.n\\iru <!.'. i
sion, resigned.
Northern Pacific— James H. Champlin appointed
trainmaster of Chicago & Calumet Terminal Co., recently
acquired b.v the Northern Pacific. E. H. McHenr.v to be
principal assistant engineer in charge of all engineering
operations between Billings, Mont., and Hope, Idaho.
Orange Belt.— A. J. Grant appointed superintendent.
OREiiON IMPR!
general freight and passenger agent of the 1
operated by this company: Columbia & Pugel Sound,
Seattle & Northern and Port Townsend Southern.
Ore.^on Railway & Navu^ation Company.— D. W. C.
Perry appointed assistant superintendent Oregon division.
Pecos Valley. — S. F. Judy appointed general manager,
with headquarters at Pecos City, Texas.
Pennsylvania Lines. — J. H. Luce appointed to succeed
C. W. Adams, resigned, as assistant general passenger
agent lines of Penns.vlvania Co. west of Pittsburgh, with
office at CK Clark street, Chicago.
Pennsylvania Railroad. — The following appoinments
relating to the Pennsylvania R. .livision have been con
firmed: F. L. Shopparil. siijinr- t. ndont. with office at
Altoona. vice Robcri i: |m • . - L'nc.l; J. M Wallis.
superintendent of mm , . ;. -. office at Altoona,
vice F. L. Sheppar'l. ;■ ' '' \ Cliipley, assistant
general freight agent. . . < .ImIh. w i, ■t.,kcr, deceased.
Philadelphia & Rk\i.in..— O. W. Stager appointed
master of transportation, with headquarters at Philadel-
phia, vice A. J. Speese, resigned. A. A. .McLeod elected
president, vice Austin Corbin, resigned. James Boyd
elected vice president, vice McLeod, promoted.
Pittsburgh, Ft. Wayne & Chicago.- G. J. Parkins,
master mechanic at Allegheny, resigned. W. Beardsley
appointed to succeed him.
Pittsburgh & Western.— J. T. Ciiimp elected secretary
and A. L. liobinson, Jr., assistant treasurer. H. (J.
Boughlon appointed superintendent of WesUrn and Lake
THE RAIL^A^AY MASTER MECHANIC.
divisions and G. B. Russell superintendent of Northern
division, with headquarters at Foxburg, Pa.
Rkj Gk.vmik Westers.— a E. Welby appointed general
superintendent, to succeed (!:eneral Superintendent Ban-
croft.
S.\v.i\-SAn, Americus & Montgomery.— W. N. Marshall
uperintendent, with headquarters at Americus,
Ga.
& E.4STERX. — Managing Trustee
.nham elected president.
I-.— Kii-hard Whalen. master me-
.-i-eeiietl by Mr. HariJley. formerly
SiKiN,. 111:1,1..— President D. R.
I ' 1' Collins and Secretary and
n-iigned; C. E. Kimball, act
Si I. i. - .. i-vno.—E. Wilder, Topeka',
K.iu ■-.•• N ,1 ~. ■. ,1,'. ,1 iivasurer, vice John Gallup,
.Ir.. iLv,i^'iiLd. A, iJ.i,.t;.,^s. .^1. Louis, auditor, vice John
Gallup, -Ir.. resi^'iu-d; L. C. Deniing, Boston, assistant sec
retary, vice G. L. Goodwin, resigned — Mr. Goodwin re-
taining position of assistant treasurer: H. L. Morrill, St.
Louis, general manager, vice S. T. Emerson, general sup-
erintendent and chief engineer, resigned.
SDENAXDo.in Vai.i.ev.— Suiwrintendent D. W. Flickwir
ident Nathaniel Thayer
-Chief Engineer Chas.
iigned the superinten-
S..ITH Ati.vnti. & Ohio.— Pi
resigned.
bTATEN ISLAXn RAPID TrAXS)
Ackenheil deceased.
Texas & Pa. ifk .-S. L. Judy
dency of Rio (irande division.
Uxiox Paiifi.— Superintendent J. O. Brinkerhoft of
Kansas division Pacilic succeeds E. Dickinson, resigned,
eral mana.;er Missouri river division ; headquarters
Brinkerhoff succeeded by A. T. Palmer;
quarters at Kansas City. E. Rush to be assistant super-
intendent Kansas division. W. W. Riter, resigned superin
tendency of Utah division, his successor being F. L.
Corwin, assistant superintendent of Wvoming division.
as gei
Trainiiiastc
T. Hil
succeeds Corwin.
of Colorado lines,
Ich appointed su-
^ Navigation Co.,
Twohey deceased,
ifc'hton, master me-
u. promoted to posi-
Tlio FiilOMt oil KarCh.
The Cincinnati, Hamilton & Dayton Railroad is the only
line running Pullman's perfected safety vestibuled trains,
with chair, i.artor. slceiiinsr and dining car service between
Cincinnati, l.idiaiia|..)lis and Chicago, and is the only line
running throuL'ii rcilining chair cars between Cincinnati,
Keokuk and Si.riuglicld, 111..
between Cincinnati, Dayton, Lima, Toledo, Detroit, the
lake regions and Canada.
The road is one of the oldest in the slate of Ohio, and the
only line entering Cincinnati over twenty-five miles of
double track, and from its past record can more than assure
its patrons speed, comfort and safety.
Tickets on sale everywhere, and see that they read C. H.
& D., either in or out of Cincinnati, Indianapolis, or
Toledo. E. O. M.CoKMicK,
General Passenger and Ticket Agent.
Consolidated Car-Heating Co,
CHICAGO:
COMMERCIAL BANK. BUILDING,
NEW YORK:
CANADA:
C3o«tlooolx.o, I=». <p-
FIRE-PROOF HEATERS AND STEAM COUPLERS.
SPF,CIAL APPLIANCES AND EXTRA STRONG FITTINGS OF EVERY KIND.
COMMINGLER, DRUM AND RETURN SYSTEMS
Mcelroy, sewall, westinghouse and other patents
THi FROST DRY CARBURETOR SYSTEM
OF CAR LIGHTING.
THE! OHLE:.A.TUSa? XjICS-HT OXT' THEI .A.C3r^3.
r ^r ^
S'^ y}' j> tI
y
.il..ril« Ab>i>liilr Milcl), niirabilil), Ninipliiity, Kniciriii] siiial its t^ri'i
E-^oi^: nL>u^is/a:i= oitt-es 100 c;-a.2>tidi_,e i=o"^;77-eis iLXj-CT3yExi>T.A.Tio3sr.
ONE HUNDRED HOURS' Continuous Service from one Charging of the Carburetor.
OFFICE: 700 and 70I CIrard Building, PHILADELPHIA, PA., U. S. A.
THE RAILV/AY MASTER MECHANIC.
127
WALTER D. CKOSMAN, Manager Editorial Department.
EDWIN N, LEWIS Manager Business Department.
PUBLISHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
tlirougli the tubes of a boiler is frequently termed thereby causing a sudden reduction in their tern
Its calorimeter. In Zerali Colburu's weil-knowu perature, a process ^vhlch if repented often enough
book on Locomotive Engineering and the Mecb- ; will invariably cause leakage,
auism of Kailways is the following passage: •• The j 2. To cause the gases to travel a greater dis-
extent of this opening (through tubes) has been j tance before reaching the flues than they other-
called die calorimeter of the boiler, although as ! wise would, and so provide a longer time in winch
this word literally implies a measure of heat, its I combustion can take place; and also to cause the
application in this case is not appropriate, if in- j tlame to impinge to a greater extent on the sides
,- topics Boltable to these
equipment j deed Correct." Thisahows that the misapplication | and crown of the box.
hiA tn these . e ±\ _ . .i _z * „^;™;_ \\T^ ««.> i H Tn iirnvidp n. TtlPJl
nos The lUU-
tn its newand wider field be
who purchatse (
Prior to January 1. 1886, this journal
way Purchasing Agent. It win still In
adapted to the especial wanta of
the purchase of railway auppliep.
SubacrlpUon price. $100 a year. AdrertlsInK rates and details
concerning circulation given on application to the office by mail
or In person. Address
THE RAILWAY MASTER MECHANIC.
The HcH.kery. Cliieiiir.i. III.
New York Office: 45 Broa.iway. Room 148.
r;i< Official Ilailway List l» puhllthed by I
Vol. 5.1 CHICAGO, AUGUST. 189J. iNo.
sec- 3. To provide a means whereby the tempera-
ssed I ture of the gases is prevented from sinking below
The city administration of Chicago is just now
pushing one of its spasmodic efforts to suppress
the smoke nuisance, and railway managers among
others, have been kept busy explaining, protest-
ing and promising. As simple and effective
methods for smoke burning in the locomotive are
well known to eveiy railway master mechanic
worthy of bearing the title we trust that the rail-
road olSeials will be enabled to keep their prom-
sies.
Henry Villabd's reputed utterances as to the
doom of the steam locomotive being sealed by the
discovery of a method of generating electricity di-
rectly from coal have not frightened any one in
particular. The day may no doubt come when we
will have electricity thus generated, but it is not
here now, at least no such process has yet reached
a commercial basis. Meanwhile we may rest as-
sured that locomotives and locomotive builders
will have plenty to do during the remainder of
their natural lives.
TuK Manhattan Elevated Railway is having
three of its locomotives changed to compounds,
the alterations being made by the Khode Island
Locomotive Works. The work of these engines will
be watched with marked interest, for it will show
what a compound engine will do under largely
varied requirements. It has been considered
that the compound should be designed for partic-
ular service and kept exclusively in that, in
order to obtain the best results. We will now
soon have shown to us what the compound will do
under the marked variations in work which are
characteristic of elevated railway operation.
Thehe has been considerable fault finding with
the price of malleable iron castings quoted by the
Master Car Builders' committee on malleable iron
and steel in car construction, it being contended
that good reliable malleable castings could not be
made for 3 cents per pound, the price named by
committee. We learn that this price was quoted
to the committee by a prominent maker of mal-
leable castings, who said that if malleiible cast-
ings were used to the same extent as ordinary
castings they could be supplied at 3 cents per
pound. We are informed that another
of the term is not of very recent origin.
ond the hope of the ^m.( /(•</« .1fac/miw«, expres _ . _ , • . ,
in some recent sensible remarks on the subject, the ignition point until combustion is complete,
that writers here will discontinue this use of the That these functions are performed by the arch
word as to jud<'e from Kn,iii„,,iii,i'x article, their I in a satisfactory way is generally admitted ; it then
English brethren have already. ' | remains to be seen whether the disadvantages
-^——^^^^^^^ I attending its use are greater than the advantages
Some recent engines of the American type are I iu tte shape of fuel economy and freedoni from
credited with a weight of 80,000 lbs. on the drivers, '• smoke and cinders derived from it. I nder the ,
or 20,000 lbs. per wheel. It seems to us that ' l^ead of disadvantages come first cost, expense of
such great weights as these very nearly, if not I mai"'eMuce and renewals, and the secondary con-
quite, reach the limit beyond which it is unsafe to , siderations, such as the dithculty of getting at the
go if cast iron is to be retained as the material for fl"<-'s and front parts of the fire-box. It is mani-
wheel centers. The calculation of the magnitude festly impossible to place any definite money value
of the stresses in a driving wheel in revolution on 1 o" tl^e absence of smoke and cinders, but it cer-
the road is so exceedingly complicated as to be tai"ly I'iis one. Setting tins aside, however, as an
useless for any practical purpose, even supposing
its results to be approximately correct, wliich is
doubtful. We have, therefore, to rely entirely on
the teachings of experience, and that kind of sense
that is generally, but erroneously, called common.
But although failures of driving wheels are fortu-
nately rare, and convey scant information when
they do happen, we certainly think it is high time
that more serious attention was being paid in this
country to other materials, notably wrought iron
and steel, for this purpose, if we are to continue to
enjoy the immimity from fractured drivers that we
have in time gone bv.
ItKK K AU( HKS IX I.OCOMDTI VE FIKK-HO.XES.
We confess to some feeling of disappointment
at the recent report of the committee of the Mas-
ter Mechanics' Association on brick arches-. We
have no criticism to make on the committee itself,
for its members perfoimed their duties in a pains-
taking and careful manner, doing the best they
could with the materials at hand, but it is with the
indifferent quality of these materials that we are
disposed to find fault. In committee work of this
kind it is not sufficient for the two or three per-
sons appointed to give merely their personal
opinions and beliefs, valuable though they may
be. It is necessary to go much further than this
if the report is to be of any real and permanent
value, to ascertain in any manner that is deemed
best what the experience of others in different lo-
calities, laboring under dissimilar conditions, has
been, if the quest of this information is barren of
results, then either there is no reliable data bear-
ing on the particular subject extant, or those pos-
sessed of facts and figures are chary of imparting
them to others. Now, as the members of the
Master Mechanics' Association have, as a body,
always responded to the best of their ability to cir-
culars of inquiry, etc., more fully and liberally
than those of any other mechanical society with
which we are acquainted, the conclusion is in-
I evitable that concerning brick arches there is a
deplorable dearth of accurate knowledge.
I A certain master mechanic will tell you he con-
siders an arch a good thing in a fire-box, as he
indeterminable quantity, we will consider only
possible saving in fuel which maybe computed with
accuracy in dollars and cents. With coal at i?2 a
ton, a saving of 10 per cent, would mean a saving
of .S400 fori!, 000 tons, a fair yearly allowance of
coal burned. Allowing S50 for first cost and the
same amount yearly for renewals, both liberal
estimates, it is evident that the brick arch is a
profitable investment. As the tubes, etc., will
need less attention when protected by the arch
than if exposed, the item of accessibility may be
neglected.
Regarding the method of supporting the arch,
we consider circulating pipes preferable on the
whole, one reason, and an important one, being
that a cheap form of brick can be used. If pipes
of about 2 in. outside diameter are used, the best
means of securing them to the fire-box sheets
seems to be the screwed nut, but if for any reason,
such as bad water, it is thought desirable to use
pipes of larger diameter, then, to avoid cutting
away the sheets unduly, it appears better to ex-
pand the ends. The cost of the two plans would
be nearly identical, for what would be saved by
omitting the nut would be balanced by the expense
of cutting, and afterwards plugging, holes in the
back head and throat sheet large enough to work
the expander through.
There is probably no one class of inventions
which at the present day is viewed with more in-
terest than that which pertains to the application
of electricity to railway work. The electric motor
wliich a few years ago was almost unknown in
manufacturing establishments has made rapid
strides and is now used in many shops and is find-
ing an important place in the yards and buildings
of railway repair shops. The competition be-
I tween animal power and electricity on street rail-
ways has resulted in such a victory for the latter
that electricians, and not a few railway men, have
entertained the thought that this agent for the
transmission of power might supplant the steam
locomotive. There is hardly a possibihty of this
" ' ■ the near future, but the
finds he is burning 10 per cent, less fuel
while deprecating such a low price, still says , than before he equipped his engines with the { hope being rea. . , .
that it can, if need be, furnish them at 3 cents. , brick, besides doing away almost entirely wiih the | subject is fraught with much that is of interest to
moke nuisance. I'.ut the chances are that he
The facts of the case suem to be that with
ent processes and present demand, 3 cents
pres
not ' li"8 only a vague idea as to what area of
a living price, but on the other hand there are
evidences that if the consumption were increased,
as it would be by the general use of such castings in
car work, they couUl be supphed at the figure
named.
Enoinekri.ng in a recent issue severely criticizes
an author for using the word " calorimeter " to
express an area. While thoroughly agreeing with
our tran3-.\tlantic contemporary as to the impro-
priety of using the woul in this sense, we think
there is a good deal of excuse iof the writer in
question, for in this country, at least, the area
g he has over the arch, or what percentage of
horizontal area of the fire-box the arch occupies.
It is, however, these and like figures that are of
the highest importance, only to be dispensed with
no long as generalities are accepted in the place of
substantial facts, and so long as arbitrary state
railway officials, and any improvements which are
made in the application of electricity as a looomo-
tive power, or any comparisons between the cost of
electricity or direct steam, are of as much value to
the mechanical engineer as to the electrician.
Thus far there has been little information of a
practical nature by which to make a comparison
b( tween the two systems. The paper read by Mr.
ts usurp the ground that rightfully belongs to Lincoln Moss at the recent convention of
the enunciation of principles. ^ 1 American Society of Civil Engineers, an abstract
Passing now from the abstract to the concrete, ! of which appears in this issue, is without doubt
the functions of a brick arch may be said to be | the most carefully prepared paper wliich has yet
three in number: i appeared on this subject. In it the tests insti-
1. To prevent cold air. entering the fire-box at ttited by the Manhattan Elevated Railway of New
the door, from rushing directly through the flues, I York City, between the Daft electric motor and one
128
THE RAIL\VAY MASTER MECHANIC.
Adgust,
of their steam locomotives are recorded with paius- I power out of all proportion to the work done at |
taking care and accuracy. Though this motor has the moment a train is started, and in determining I
heen experimented with for some time and more the size of the central plant this fact must be 1
or less been published in regard to its perform- borne in mind. In explaining the uneconomical
sed that previous refer-
it must be confess
ences to its work have been so vague and incom-
plete as to give very little satisfacticm. As the data
furnished by Mr. Moss is therefore, of so rare a
character it should be studied with profit, and the
various comments and opinions which it has called
forth are also of interest and value.
Under ordinary conditions electric motors have
a commercial efficiency of about 'JO per cent., and
the dynamos may be rated at about the same
ti"ure. The combined efficiency of the two is
therefore generally in the vicinity of 80 per cent.
If we subtract from this the loss in the line cir-
cuit and still further reduce the calculated effic-
iency of a plant for steam railway work by mak-
ing allowance for the irregular demands in power
and speed, and finally assume a total efficiency of
50 per cent., there would hardly be a voice among
either electricians or mechanical engineers which
would place the estimate too high: on the con-
trary they would be apt to cou.-ider it as too low.
The experiments on the Manhattan road are there-
fore very surprising, for the efficiency was exceed-
iuglv low. So great were the losses that an aver-
age net horse power of 2G 7-10 expended in pull-
iu" the train required the generation of 176 8-10
average horse power at the central station. This
at first sight is an enormous loss, but some of it
may be accounted for in various ways. In the
first place there is i'i horse power to be deducted
as losses by friction in the engine, shafting, etc.
Then the power necessary to move the motor
itself should be determined. As it took an aver-
age of 26 7-10 horse power to move a GO ton train,
and the motor weighed at least 10 tons, it is fair
to assume that at least 4 horse power would be
needed in addition for the motor simply as a
vehicle. Its gearings, etc., would cause a loss not
included in the general estimates of the efficiency
of motors, and should therefore be included in
our estimate. If we consider the loss from this
cause as 10 per cent, it should be enough, but to
disarm criticism we will call it 15 percent., and
short calculation will show that the average power
furnished by the motor to overcome friction of the
gearing, nropel the motor car and the rest of the
train was" about 35 horse power. Upon the basis of
50 per cent, efficiency of the electric plant, 70 av-
erage horse power plus 43 horse power (friction of
stationary engine, etc.,) should have been re-
quired at the central station, or a total of 113
horse power. This would surely be considered a
large estimate, for it is based upon figures which
are rather unfavorable to electricity, and the fric-
tion of a 30 I horse power engine and a line of
couutershafting are all charged to a single train.
Large as it is, however, it is insignificant com-
pared with the results actually obtained, for 1 (6-8
average horse power was generated at the central
station.
The question which naturally arises is, where
did the other 63-8 horse power go to'.' With all the
heavy losses which we have already charged to the
electrical system there is still a power equal to 2i
times that actually used to propel the train wliich
is unaccounted for. Some iiave tried to show that
the motor was overloaded, basing opinions on the
power generated at the central station. This
would be good logic if it could be proved that all,
or a large percentage of, energy geneiated at the
central station ever reached the motor. With an
effort represented by 170-8 horse power, and net
results of 26-7 horse power, and with a steam en-
gine, shafting, dynamo, an electric circuit of
several miles, and a 120 horse power motor inter-
posed between the effort and the result, it cannot
be justly claimed that the motor was overloaded,
without more knowledge of the distribution of
losses than the paper of Mr. Moss places be-
fore the reader.
The effect of low speed at starting has been also
mentioned, and there is no doubt but that the effic-
iency of the motor was very low at that time ; the
data shows it beyond doubt. This is a very im-
portant point, for the central plant must furnish a
1 mind.
I action of this particular plant, however.
loses
of its force from the fact that at times when •
the train was running at speed the losses were
still too great to be accounted for by any reason- I
able line of argument. The data is apparently so I
consistent throughout that there seems to be no ;
reasons to doubt the accuracy of it, but it must
be confessed that neither the paper of Mr. Moss
nor any comments upon it have sHown a sufficient I
reason for the loss of energy. ]
In this connection, the attitude of the various
electrical journals is very noticeable. They have
heretofore given accounts of the performance of
this motor when it was presented in a more popu- |
lar style by one of the electrical fraternity, but be- j
youd a few testy editorial remarks they have taken |
"but httle notice of this later and more exact ac- I
count. If they are capable, by reason of a greater
experience in the realms of electricity, of showing '
up the imperfections of the electric plant em-
ploj'ed, the inaccuracy of the tests or deductions
therefrom, they should do it.
The whole subject is of such importance that
the truth, the whole truth, and nothing but the
truth, should be anxiously sought for. We be-
lieve that in Mr. Moss' paper we have the truth,
as far as his data goes (though we do not agree
with some of his conclusions or the means of ac-
counting for the losses of power), but if we had
more truth and light we think a means of elimin-
ating some of those losses would be presented.
There is no way of judging from the paper what
changes were necessary in the plant employed, but
while we believe that electricity cannot compete
with direct steam, we are not quite ready to accept
the statement that it would of necessity cost four
times as much to operate elevated railway trains by
electricity as it would to run them with the steam
locomotive used to-day under such conditions of
service as exist on the New York elevated railways.
.lOrKSAI, BOX I.IDS.
At the last master car builders' convention the
box lid question was before the meetings twice,
and each time it excited as lively an interest and
extended debate as almost any other subject dis-
cussed. It came up first under the rules of inter-
change, when it was proposed to add to the list of
conditions for which a car may be rejected, "box
lids lost or broken." The Western IJailway Club
and the committee on revision had recommended
this addition, but two prominent speakers declared
that it would tie up one half the cars in the coun-
try. This statement rather frightened the major-
ity, and the proposed addition was lost. The op-
portunity for argument in favor of the motion was
not improved, but we believe that after giving the
matter some thought the members will go to the
next convention in a different frame of mind. If,
according to tlie gentlemen who successfully op-
posed the measure, one-half the cars in the coun-
try are running with one or more box lids off or
broken, it is certainly a most disgraceful condi-
tion of affairs, and one which it would seem to be
the particular business of the Master Car Builders'
Absociation to have sjieedily corrected.
We doubt very much the statement that if the
rule was adopted it would seriously impede freight
traffic. liailroad managers who are so anxious to
get freight for their roads as to curry it for rates
which are barely remunerative would not allow a
rule of the M. C. B. Association to interfere with
the quantity of business they could secure, and
the rule would not, therefore, be strictly enforced
at tirst, until the roads had o2Jportunity to get
their journal boxes properly covered.
A Journal box without a lid certainly invites
disaster. It causes hot journals and broken
axlas, and a car in this condition could fairly be
considered "in bad order." A tight journal box
is so great a desideratum that we are willing to
spend more for a good dust guard, to protect the
back end of the box, than would be sufficient to
pay for two or three front doors. Were the box
once made tight, front and back, a good portion
of the trouble with hot journals would cease to
exist. There seems to be no good reason then,
why the roads should liOt provide and keep in good
repair a detail which has so important a function.
Like all other freight car castings there are
many kinds of box lid patterns, and little uni-
formity in practice, so that when not compelled to,
the roads have not kept a stock of box lids of
these various patterns at interchange points, and
it is unfortunate that the movement to secure
greater uniformity by the adoption of the Fletcher
lid was not effective because the form and not
the dimensions were approved by a sufficient ma-
jority. This difficulty was recognized by the com-
mittee on a standard journal box for the 60,000
lbs. axle, but instead of presenting a box with a
Fletcher lid of the standard form and properly
proportioned for both the small standard box and
the larger box proposed, they thought best to change
the form of the lid. When the report was pre-
sented to the convention this change in the form
of the lid excited more discussion than the box
itself, and the committee was instructed to have
the drawings so modified as to show the Fletcher
lid hinged from the side, instead of at the top.
The objection to the side hinge was based upon
experience with htavy cast iron hds, with spiral
attachments, and a bolt which did not admit of
easy adjustment. The improvements which have
been made in the lid by the use of malleable iron
and pressed steel which reduce the thickness to
^ inch and the weight to only one-third of that
of the cast iron one, together with the use of an
attachment which admits of easy adjustment to
keep the spring in proper tension, were apparently
not recognized by the committee, although the im-
provement in lightness was brought outin the dis-
cussion. The spring on the old attachment, as used
on PuUmau cars, was often allowed to get loose,
and in a strong wind the lids were blown open.
In this loose condition also, whether open or not,
they rattled continually until worn too small, and
the oil leaked out. These objections cannot be
urged against the light steel hd, which of itself
forms the spring, nor to the malleable lid prop-
erly attached. The forces tending to open a box
Jid when the car is in motion are almost always
acting in a vertical dijection, and that design for
a lid IS certainly best which resists these forces in
the same direction. The recess into which the
side hinged lid fits is certainly the most rational
and efficient method of meeting this requirement,
and experience with such lids shows it to be the
best which could be adopted.
We hope that the box and lid which will be sub-
mitted to letter ballot will be adopted, and that we
shall soon an-ive at that happy condition of affairs,
when the normal condition of freight cars will
show the box lids on and not off.
THK <'(>XTI>IIK LINKS OF TIIK >I. C. B.
• OrPI.KIi.
In another column a correspondent discusses
some points in regard to the contour lines of the
M. C. B. coujiler which are worthy of thought and
attention. The experience with this type during
the last year has given the thoughtful mind some
material for consideration, and results obtained
from the large number of couplers now going into
service will demonstrate the correctness or other-
wise of the opinion which many hold in regard to
the advisability of slight changes in the contour
lines adopted by the Master Car Builders' Asso- '
ciation. Even if it may be held, therefore, that
the results of service have not thus far been con- '
elusive on this point, any fair and logical line of
argument or comparison between the standard,
and suggested contours should be treated without
prejudice, and borne in mind while making obser-
vations and collecting data in the future.
The frank avowal of our correspondent, in which
he states that there is not one vertical plane coup-
ler on the market which conforms strictly to the
M. C. B. lines, while, perhaps, not quite correct,
indicates quite clearly that nearly every maker of
couplers thinks he can improve in some manner
on the present 'standard. Strong pressure has
been brought to bear upon manufacturers to make
August, 1890.
THK RAILWAY MASTER MECHANIC.
them conform exactly to the M. C. B. lines, but it
mnst be confessed that in making slight changes
which do not prevent the coupler from working
correctly with others which conform to the lines,
the manufacturers are not transgressing against
the action of the association, taken when it
adopted the lines. The chief trouble which is
likely to arise under the present arrangement by
which certain Uberties are taken with the contour
lines, lies in the necessity for having some competent
authority decide upon tiie safety of such alterations
and the correctness of the coupler's acl,ion with
others of the type. The lack of any prescribed
limit to the divergence from the standard lines is
the great trouble, rather than tlie fact that there
is not absolute conformity to them.
Tbe chief point which our correspondent makes
iu bis discussion of the lines is the necessity for a
change in the interior face of the knuckle. As
it now stands, the face is made up of two partly
cylindrical surfaces so joined as to give a slightly
hooked shape to the knuckle. As tbe two knuckles
engage, their contours follow each other so closely
that the wear must result in crowding the knuckle
against tbe guard arms. Were the knuckles not
forced out against the guard arms in this manner
the amount of metal which would be worn away
before the knuckle must be discarded would be
greater, and the life of the couplers thereby pro-
longed; the wear would also proceed less rapidily
if the knuckle were not wedged against the guard
arm. It is veiy reasonable to suppose that this
action would be prevented or at least delayed by
giving the nose of each kunclde a small amount
of clearance in the throat of the other as shown
atn in Fig. 1, accompanying the letter of our cor-
respondent. Viewed from a purely theoretical
standpoint the contour of the inside face of the
knuckle in Fig. 1 is better than that of any sug-
gested alteration illustrated in the other figures,
and we think that in practice it will give better
result.s. There would seem to be no possible ob-
jection to manufacturers making a change at the
point " (Fig. 1) if they so desire. In fact our cor-
respondent is not the only one who has carried out
this idea, for there are couplers now iu use which
conform exactly to the M. C. B. lines except that
the radius at the point " has been made smaller
and the arc connected to the adjacent curves by
short tangents, thus producing much the same ef-
fect as obtained in the lines used by our coi^re-
spondent.
However desirable it might be to thicken the
knuckle to b 5-16 in. at the end, and thus obtain
more wear, a knuckle so made would be apt to give
trouble by failing to couple with other couplers
which are supposed to be built to tbe standard
lines. When we consider that both knuckle and
head are rough, that the pattern of each has con-
siderable "draw " to facilitate removal from the
mold, that this "draw" frequently makes the
space between knuckle and head measure at least
J in. less in the middle than at either top or bot-
tom, that the patterns often conform to the draw-
ings at the top and bottom, and vary from them at
the center, and that the longitudinal clearance on
the center line of two engaged couplers is but jj
in., at best, it is quite evident that an en-
enlargement of the end of the knuckle by 5-16 in.
would probably cause trouble from a failure to
couple with all kinds of bars. Especially would
this be the case if it were required to couple with
some other which embodied the suggestion illus-
trated in Fig. 5, in which metal is added to the
nose of the knuckle, as this would leave less space
between the head and knuckle for a coupler whose
lines did not have as much inclination on the
inner face of the knuckle.
Tbe various points raised by our correspondent
are well worth the consideration of all those inter-
ested in obtaining the best possible construction,
whether that be upon the M. C. B. lines or a slight
modification of them. In the meantime it is grati-
fying to know that the present standard is so near
correct that no radical change will be needed and
that any alteration which the future may prove to
be advisable will only be such as a lengthy ex-
perience would be expected to produce in the
natural evohition of every mechanism.
In a letter from Guy Knox, given in another
column, will be found some very forcible and
worthy suggestions as to the administration of the
mechanical and purchasing departments of rail-
ways. Mr. Knox is himself a broad gauge and
live man and has an intimate acquaintance with all
the ins and outs of railroading, having for a great
many years viewed the same both from within
and from without the actual field of railroad
I work. He fully indorses the position taken by us
in our last issue concerning the mechanical and
supply departments, but takes exception to our
statement that the tendency of the present day is
I to permit the master mechanic to decide upon the
quality of the materials for which he makes re-
quisitions. We do not yield the point to him, but
still contend that the tendency of the day is as we
stated. It is true that the condition of affairs in-
dicated does not prevail upon all or even most of
our railways, but it does prevail upon many of our
more prominent railways, the number of which
that are being managed upon modern lines being
on the increase. We consider it perfectly fair and
I truthful to state that the tendency is just as we
I have asserted it to be.
He makes a very good point in his reference to
the fault of many master mechanics that they are
ambitious to do a general manufacturing business.
It is too true that this is so; and we fear that in
many cases the managing officials are responsible
for the encouragement of this ambition. But it is
not alone in shops which are governed by this
condition that the stock of raw materials that is
caniedis "appalling." The carrying of excessive
stock is too common everywhere, and it is only
by careful and painstaking investigation that the
heavy losses ensuing from this practice can be as-
certained. These losses arise not only from de-
struction and scrapping of material, but from the
heavy interest account on the investment in need-
lessly large stocks, and we know of points where
a judicious reduction of stock of material has pro-
duced heavy savings of interest money.
An amusing, if not instructive, triansrular contest
is now on between The Engineer, of London, and the
Railroad Gazette, and the Engineering News, of this
country. An effort is being made by these distin-
guished journals to determine whether or no an
American locomotive is better than an English loco-
motive. The argument as far as yet carried on ap.
pears to merit the dubious compliment which was
paid to Aunt Sally's vinegar pie — "very good what
there is of it, and plenty of it such as it is." In the
last issue of the Railroad and Engineering Journal
Brother Forney dishes up the whole discussion to
date in the form of a delicious literary salad, which,
as the back of a dining car menu would say, ■fairly
tempts the palate with its piquant variety and satis-
fies the robust appetite with its wholesome abund-
ance. Forney predicts that when Engineering Nems
buckles right down to the contest and opens its guns
in good earnest the Engineer will wish it was never
born, and that then, too, "the American locomotive
will distend its nostrils, and declare itself victorious
with a shriek which will be heard from Alaska to
Patagonia, and which will penetrate either diamet-
rically through the earth or bo wafted circumter-
entially around it to our antipodes, who, standing on
their heads, may be able to comprehend the signifi-
cance of the arguments." The inimitable Forney!
None but ho could have treated this international
episode in so graceful and clever a manner. Here is
another glint from his polished blade:
The Engineer shouts vehemently, "Our locomo-
tives burn less coal than yours do.'' The Gazette
answers, "What if they do; we pull more than you
can." From across the Atlantic comes the interro-
gation to us, "What do yonr locomotives cost for re-
pairs, anyway':* " and the Gazette answers ruefully,
"We don't know, but we intend to know;" and with
real Yankee interrogative retaliation asks, "What
do yours cost':''" and their adversary replies," "We
don't know either;" and they then proceed to write
long arguments based on what they don't know.
paratus at the South Kensington Museum, iu Eng-
land. Experimental work of this nature is not new,
and some partial results have, at one time and an-
other, been obtained; but we are assured on the
authority of the London Engineering that as far as
this particular device is concerned, which is claimed
to be a practical success, there is " nothing in it."
We append Engineering's explanation of just what
this much heralded device is:
The "electrophonoscope" is nothing more or less
than a combination of a telephone with a modified
form of the old optical toy whereby the observer is
enabled to " see ihrougha brick." At the South
Kensington soiree there were two telegraphic huts
which were connected electrically by pairs of micro-
phonic transmitters and ' telephonic receivers, and
optically by a hidden channel or tube bent four
times at right angles, being furnished at each bend
with a skillfully concealed mirror set at an angle of
4.5 deg. with each limb of the bend. An observer
in one hut speaking into the opening provided for
the purpose saw the face of the person listening iu
the other hut, each face being brilliantly illumi-
nated by the electric light, and at the same time
his speech was transmitted by well known micro-
phonic and telephonic methods.
Many of our readers have no doubt noticed an item
I slating that the long sought problem of transmit-
ting sight as well as hearing by electricity has been
1 solved by an inventor who recently displayed his ap-
Our readers may remember that in our .(uly issue
of last year we noted the fact that in England seam-
less copper tubes were being made without joints or
seams by the electrolytic deposition of copper upon
suitable mandrels. It appears that the manufacture
of these tubes is now upon a commercial basis and
that a Loudon firm is taking orders for them in any
size up to o ft. 4 in. in diameter and 10 ft. long. The
tensile strength of the copper in these tubes runs up
to 25 tons per square inch, as shown in the table of
tests given herewith. From u description of the
process of manufacture, appearing in London Engi-
neering, we extract the following:
Every one is aware that copper can readily be de-
posited from its solutions. Practically all the crude
copper which comes into this country is refined by
electric deposition. By means of currents derived
from large dynamo machines the Chili bars are dis-
solved, tne pure copper being thrown down on the
cathodes in rough nodular masses, and the impuri-
ties, often containiug gold and silver, being left as
mud in the bath. The refined copper has afterwards
to be melted with the chance of oxidizing it, cast,
and rolled into bars or sheets. If it is desired to ob-
tain the copper of soft quality and even texture it is
necessary that the process be carried on very slowly
indeed. If any attempt be made to hurry it the re-
sult is a coarse granular metal entirely wanting in
strength and ductility. In the Elmore process for
tubes the copper is deposited at the rate of 4 in. in
thickness per week of 144 hours, or 6 lb. per square
tool of surface. The process by which the lubes are
produced differs oniy inone respeclfrom that hither-
to followed in the electro plating of rollers for calico
printing machines. The surface of the copper is
continually burnished by an agate the whole lime,
and as rapidly as the particles of copper are formed
they are rubbed and matted into those beneath and
beside them, thus lorming a fibrous plate of perfect-
ly uniform structure and great strenglh. So closely
are the particles interlaced that the specific gravity
is increased until a plate i of an inch thick weighs
0 lb. to the square foot. As the mandrel on which
the lube is formed rotates in the hath of copper sul-
phate, ihe agate travels along it, forming a fine
surface, the speeds being so arran>,'cd that only a
very hue film can form hetw.. n i. n u ;ili' :itions of
the'buruisher lo a given spot, r n . i pi-oper-
ties of the melaf depend to a <■- i i ,. , , . 1,1 updn the
rate of deposition, and the Ihi.i.h --.- ii- tniii bur-
nished. This last is 7-1000 in., bui .i ,, subject to
variation. For instance, steam tubus aru usually
thickened up at the ends for the flanges to be at-
tached to Ihero. To this end the anode of common
Chill bars is placed nearer to the ends of the tube
than to the rest of the length. The electric resis-
tance is therefore decreased at those points, the re-
sult being an increased density of current and a
ihickeniijg of the lube. The ends are thus rendered
thicker and softer, so that they can be very readily
flanged. These flanges do not serve alone lor the
union of successive lengths of pipe. Gun metal
Hanges with grooves in ineir faces are first slipped
over the cylindrical tubes, and then the ends are
rolled over into these grooves, into which they fit
exactly. By varying the position of the anode oilier
alterations can be effected. For instance, when it
was intended lo bend the Eliuo.e lubes by the ordin-
ary process it was proposed to make Ihcm thicker
down one side than the other, so that the stretching
THE RAILWAY MASTER MECHANIC-
Report ox Ten
Tests made by Prof. A
. B. W. Kennedy.
Vuliter
Dimensions.
Limit of
elasticlt}-.
Breaking
Katio of
Iweak?
Extension
feng1h"of
ReducUon
Nature
Breadth.
Thickness.
Area.
s^aSe^nS
^^'^i.
Hi:?
m.
0-167
51.590
•^^
K
0828
per^cent.
.er^t.
66-0
Silky.
which takes place on the other side of the hend
should not reduce the general strength. To do this
the mandrel would have been mounted eccentrically,
the result being that the side which approached
nearest to the anode would have been the thicker of
the two. However, since the introduction of the
Fowler bending machine it is not necessary to do
this. This machine, an American invention, will
bend a pipe of any size without extending the metal
on the outer side of the curve. In place of this it
sets up or thickens the metal on the inner side.
Since the deposited copper is made direct from
Chili bars, which are simply placed in the bath and
allowed to dissolve, it follows that that the expense
of manufacture relates chiefly to engine power and
rent, labor being comparatively an insignificant
item. When a mandrel is put into a tank it remains
there for one or several weeks slowly turning round,
and only needs the slightest attention, until it is
ready to be lifted out and to be replaced by another.
All this time the process goes on automatically and
there is scarcely any expense except that for driving
the dvnamo. It is certain that this cannot be great
chemical reduction of copper sulphate solution, and
if we assume the combined efficiency of engine,
dynamo, leads, and bath to be only 2-5 per cent., then
each indicated horse-power will deposit S88 grammes,
or 1-95 lb. of copper per hour. This shows that a ton
of coal used in a modern engine will deposit a ton of
copper. Now taking the Lancashire standard of Id.
per hour as the cost of rent and power, it would fol-
low that copper could be deposited at a cost for these
two items of Id. per pound.
In commenting on this process. Engineering says:
After the experience of recent failures in copper
steam pipes it is a relief to find that there is ametal,
free from welds and joints of every kind, that offers
absolute security with the high pressures of steam
now employed. Each pipe has etched upon it the re-
sults of a test which is made of a strip cut from its
end, and thus the engineer is relieved from anxiety
as to how it will behave. Even without this guar-
antee he could have little cause for anxiety, for the
process of manufacture does not admitof any irregu-
larity of chemical composition. The pipe consists of
pure copper, free from admixture with other metals,
and the only variation which can occur is in its hard
ness. It is possible to produce hard or soft metal at
will, according to the purpose for which it is to be
employed, and of course it is important that the hard
varieties should not be used for steam pipes.
APPLYIKO SOFT PACKING TO PISTON RODS AND
VALVE STEMS.
We are enabled through the courtesy of Mr. Wm.
A. Foster, superintendent of machinery of the Fall
Brook Coal Company, to present illustrations and
description of his method of applying soft packing.
Fig. 1 shows the application to locomotive piston
rods, and Fig. 2 the method used in applying to the
valve stems, and also of guiding the valve stems, by
his carrier and guide.
In Fig. 1, D is the gland, and I the portion of the
cylinder head forming the stuffing box. The joint
between the two is made with a copper wire A, as
shown. The joint between the gland and the pack-
ing holder .B is a ground joint. The soft packing
B is forced into the holder E by the follower A, and
spring V, the other end of which is carried by the
spring ring P.
Considerable clearance is allowed between the
gland and the piston rod F; also between the bottom
of the stuffing box and the rod. The spring ring,
follower and holder are a loose fit on the rod, and
thus the packing is the only thing which bears on
the rod. Thus the piston rod can vary from its cen-
tral position considerably, without disturbing the
packing or coming in contact with any obstruction.
In the case of the valve stem. Fig. 2, the carrier G
sliding on the guide H, which is bolted to the cylin-
der J, keeps the valve stem central, and so the pack-
ing holder and the spring ring are dispensed with.
The stuffing box is bored out the right size for the
packing, and the gland is babitted at 0.
The carriers and guides are made of cast iron, and
none of them have yet shown any appreciable wear,
soon as you consistently can.'' Mr. Hays is not as
old as some of the general managers, but if the rest
of them will get together in a parlor at the Southern
hotel and invite him to lecture to them on "How to
Avoid Being Misrepresented by the Press," they
may get a pointer or two that may_be of
them.
ELECTEIO UOHTIHO OF TKAINS.
From an extended paper on " Electric Lighting
in Train Service," reaA by M. B. Leonard, superin-
tendent of telegraph of the Chesapeake & Ohio Rail-
way, before the recent convention of railway tele-
graph superintendents, we extract the following
concerning the electric lighting of passsenger trains:
although they have been in service for four years.
The guide is oiled by a sponge which lies in a cavity
in the neck of the guide, and is supplied with oil
through the hole shown in the neck. The sponge
rubs on the guide and supplies it with just enough
oil to keep it in good condition.
With the method of applying the packing here de-
SOFT PACKING APPLIED TO PISTON ROD.
scribed Mr. Foster finds a saving of 7-5 to 80 per cent,
in the amount of packing used, from 4,-500 to 6,000
miles of hard service being made with one supply of
packing.
A Level Headed Railway Uanager.
The editor of the St. Louis Republic is moved to
thus express himself after one of his reporters met
with an unusual experience in seeking information
concerning a railway accident.
When the Republic reporter asked Cleneral Man-
ager Chas. M. Hays, of the Wabash Railroad, for
particulars of the terrible accident at Warrenton, he
showed him all of the dispatches he had received,
and calling his secretary said: "Give the press
everything we get about this wreck." Then turning
to the news-gatherer he said: "We will tell you all
about it, and help you to make any investigation
you like. In return for this, please don't do any
fine writing, and get through with the matter as
In the United States, at least, the system of light-
ing from storage batteries, charged at each end of
the run, does not appear to increase in popularity.
The Boston & Albany Railroad Company, after two
and a half years' trial, recently abandoned electrici-
ity on the two trains that were so lighted between
Now York and Boston, and substituted the Pintsch
gas system. It is stated that the principal cause of
this action was the cutting down of the overhead
wires in New York, preventing them from charging
the storage batteries at that end of the line, as the
cars were not equipped with oil lamps which could
be used during that time, but it is also claimed that
considerable trouble was experienced from the lamps
frequently breaking, and that the expense of main-
tenance was too great.
The Pennsylvania Company, however, still con-
tinues to light cars from storage batteries, using a
low voltage lamp.
The Intercolonial Railway Company of Canada has
adopted the accumulator system alone on the trains
between Halifax and Quebec, and now has more than
40 cars fitted up with electric lamps, which are of 10
candle power, and vary from II to 22 to a car. The
accumulators are charged at four different points on
the line, running about 500 miles with the one
charge, and the results thus far obtained are very
satisfactory, but to provide for emergencies oil lamps
have been retained in each car.
The combination of dynamo and storage battery
first adopted b.y the Pullman Company is gradually
being extended in this country, and is giving great
satisfaction in the east and west, but, it appears, at
a large expense for maintenance. The Chesapeake
& Ohio vestibule train, "Fast Plying Virginian,"
running between New Y'ork and Cincinnati with six
cars, is supplied with 118 lamps divided up thus:
two Pullman coaches with 30 lamps each, dining car
witl* 26, day coach 10, combination car 13, and the
baggage car three. Up to May 1, 1890, the average
cost per lamp for maintenance and renewals was
.*1-10 per month; yet where the exhaust steam is
utilized for heating the train the cost can be very
materiall.y decreased.
With this object in view, the Chicago, Milwaukee
& St. Paul Railway Company has recently added to
its equipment two independent light and heat ten-
ders, which carry their own boilers for steam heat-
ing, and for running a Westinghouse automatic en-
gine attached to a No. 4 Edison compound wound
dynamo, supplying the current direct for lighting
all the cars in'the train, tnus doing away with the
dynamo on the baggage car and storage battery com-
bination.
The results have been very favorable, and during
more than six months of constant service there has
not been a single failure. This company has four
trains covering about 45 cars lighted by electricity,
and expects to adopt this system of illumination on
all of its through trains. It is stated that the ex-
pense of building and equipping these tenders is not
much greater than the cost of the storage battery-
AdgusT: 1890.
THE RAIL^VAY MASTER MECHANIC.
dynamo combination, with the expensive wiring- re-
quired in that system.
It is confidently believed that the cost of lighting
trains by electricity in the United States can be
greatly reduced by adopting the method so largely
used abroad of getting power from the axle. Mr.
Houghton, the telegraph superintendent of the Lon-
don, Brighton & South Coast Railway Company, one
of the patentees of the system, advises me that thei-e
are sixteen trains running on that road which are so
lighted— thirteen of them local trains and three ex-
press. The speed of the express trains reaches 70
miles an hour, while that of the locals run from 20
to 60 miles per hour. The e.xpress trains are wired
for an average of 70 lamps and the others 40. The
candle-power of these lamps varies from 8 to 16, ac-
cording to the speed of the train. The dynamo fur-
nishing current for these lamps is placed in the bag-
gage-car and has a pulley at each end connected by
belts direct with the axle of the car, no intermediate
shafting being used. The slack is taken up by loose
pulleys that can bo pressed upon the belts.
The dynamos on these trains have a maximum ca-
pacity of 5,000 watts, varying with the speed of the
train, which, at 10 miles an hour, gives about 48
volts and 3-5 amperes, and at 60 miles B.5 volts and 76
amperes, the e. m. f. and current of the dynamo
gradually increasing with the speed. The brusnes
are mounted in i)airs on a rocking frame so arranged
that either set of brushes can be brought in contact
with the commutator as required by the direction of
the train.
In the same car with the dynamo, 22 accumulators
weighing about 4,000 pounds are placed in parallel
wilh the dynamo tor use whenever the train stops.
Connected by a belt from the dynamo is a centri-
fugal governor which joins up the circuit at any
desired speed, causing the dynamo to charge the ac-
cumulators. When the lamps are not lighted the
governor introduces resistance into the dynamo
field, reducing the output to about 40 amperes, in
order not to damage the accumulator plates. When,
however, it is necessary to light the lamps, the dy-
namo makes the full current, of which about 3.5
amperes pass into the lamps, the balance being
stored in the accumulators.
In each lamp circuit a regulator is placed in order
to keep the light in the lamps at the same power
regardless of the speed of the train, and shunt any
surplus currentintothe accumulators; so that 42 volt
lamps may be used with a dynamo of any e. m. f. above
that voltage without any variation in the light
of the lamps.
The connections between the cars are made by
■coupling two cables together, and when the dynamo
runs below a certain speed a cut-out breaks the cir-
cuit of the armature, preventing the cells from dis-
charging themselves through and burning it out.
Should the current not furnish enough current for
the lamps the accumulators supply the balance, and
in doing so strengthen the field magnets, and there-
by cause an increase of current in the dynamos.
One arrangement of the circuits of these trains has
the field magnets of the dynamo wound with two
wires in opposite directions, one of which is shunt
to the armature as if the dynamo wiu> an ordinary
shunt machine; the other is wound in the reverse
direction as if the dynamo were a compound ma-
chine, and the accumulators are in series with the
wire. The lamps are also in shunt with the arma-
Tho trains on which this system is used consist
mostly of ten cars which run solid, that is, are not
broken up, and average 40 12-candle power lamps to
a train. By using accumulators in each car, how-
ever, no difficulty would ne found in splitting up the
. car at various points.
The figures given by Mr. Houghton are as follows;
Total weight of the plant on each train, three tons;
cost of plant on each train, 400 pounds sterling; cost
of maintenance per arnum 6-5 pounds sterling.
The only attention given trainsis at each terminus,
wuere one man inspects the apparatus, oils the pul-
ley bearings, etc., before the train pulls out. One of
these trains has been running since December 19,
18.s;f, without a single failure being reported. Dur-
ing the first eleven months of its use it made 2,352
trips, and ran 27,322 miles.
The Midland Railroad Company, of England, is
running three trains lighted by electricity and has
recently fitted up two others. Two of these are short
Lrains always run solid and the others main line
.rains made up at various points. The dynamo is
, laced in the baggage c;ir and is also driven from the
. xle with about the same electrical arrangements as
re used on the London & Brighton Road. The
hort trains have 8-5 lamps run from one set of stor-
ge batteries in the baggage car. On one train the
atteries are in series, hut on the others in parallel.
his seems to be the most satisfactory. Eight candle
wer lamps are used on this road, two to each com-
rtment, which can be turned down, and this feat-
e is found to be very convenient to tnrough pas-
ngers.
This system of illuminating passenger trains is
ecoming very popular in England and it is believed
hat all such trains on the important roads of the
kingdom will shortly be equipped in this way. The
expense, as shown by seven years' experience on the
London & Brighton Road is certainly not greater
than where common oil is used and seems to corrob-
orate the report made by Sartiaux and Weissenbruch
*- the International Railroad Congress at Paris a
year or two ago, in which It was stated that for lights
of the same candle power, gas supplied by the Pintsch
system would cost about 11.3 centimes, and coal oil
about 16.9 centimes per lamp hour as against .5.6 cen-
•mes for the electric light.
Compared with the practice on American roads the
economy of this method of generating this current is
remarkable. It has been stated, however, by va-
ious authorities that it is impossible to secure" oven
fair results in train lighting in this country where
the power is supplied by the car axle, owing to the
numerous curves on American roads around which
heels will often slide without turning the axle
:le revolution, thus seriously damaging belts
and armature, and the constant changes in speed,
while English roads are almost always tangents, and
a high and constant rate of speed is maintained. The
"ments made here some years ago seem to cor-
roborate these statements.
, or 1887, Mr. Barrett, of Springfield, Mass.,
fitted up a train on the Connecticut River Railroad
to be lighted wilh electric lamps run from a dynamo
obtaining its power from the car axle. A counter-
shaft was used and a peculiar arrangement of a
friction clamp transmitted the power to a pulley on
the shaft. This clamp was governed by centrifugal
ghts balanced by stiff springs. When the dynamo
ran at its normal speed these springs just balanced
the friction of the clamp and there was no slip; any
increase of speed then caused the friction to diminish
and the pulley slipped upon the shaft until the equi-
"ibrium was restored; 24 accumulators were con-
ected with the circuit as a regulator, keeping the
,rain slackened its speed. The brushes were at-
tached to a rocking arm, or lever, which was tilted
by magnets in either direction in accordance with
the forward or backward movement of the train.
Owing to the arrangement of the car trucks it was
found very difficult to obtain the proper speed of the
dynamo and after successive trials with belts, ropes,
and chains it was finally abandoned. Since that time
e have been no further experiments of this char-
acter in the United States, but it is said that such
improvements are now being made in the driving
gear as will obviate the difficulties heretofore en-
lountered, and that further trials in this direction
nay be looked for within the next six months.
The electric lighting of trains has been hitherto
lonsidered very much of a luxury, but its superior-
ly has been demonstrated in so many ways that it
s now being regarded almost as a necessity; yet, be-
fore it can be generally adopted it must be practic-
able to light the cars on a large scale and to main-
tain the plant on each train in good order without
!rt assistance; it must be so simple and at the
same time so durable, that mechanics of ordinary
ability can be used to make the few repairs it will
require; its cost, therefore, must be reasonable as
compared with other methods of lighting, and the
character of trains on which it is to be used.
From the f£icts above mentioned it will be con-
ceded that all these requirements are filled by the
English system of taking power from the car axle;
it is therefore confidently expected that the well-
known ingenuity of our American engineers and in-
ventors will be found sufficient to overcome the
obstacles which now prevent us from utilizing in the
3 way the motion of the trains on our roads.
NOTABLY COMPLETE LABORATOEIES.
Facilities for Practical Work at
tnte of Technology.
The following description of the apparatus and
laboratories at the Massachusetts Institute of Tech-
nology will be found to be very interesting. The
boy is fortunate indeed who is enabled to prosecute
his mechanical studies with such conveniences at
hand. Our description is abstracted from an article
in the Technology Quarterly, written by Gactano
Lanza, professor of applied mechanics, in charge of
the department of mechanical engineering at the
institute.
The laboratories are really an aggregation of the
following:
1. A laboratory devoted to experimental work
upon the strength and other resisting properties of
materials used in construction.
2. A laboratory of stram engineering.
3. A hydraulic laboratory.
4. A laboratory when- other engineering experi-
ments are made, but which is not yet sufficiently
difTerentiated to be divided into its component parts.
I 1. To give the students practice in such experi-
I mental work as any engineer is constantly liable to
be called upon to perform in the practice of his pro-
fession; as boiler tests, engine tests, power determi
nations, etc.
2. To give the students some experience in carry-
ing on original investigations in engineering sub-
jects with such care and accuracy as to render the
results of real value to the engineering community.
3. By publishing from time to time the results of
such investigations, to add gradually to the common
stock of knowledge.
The engineering laboratories have about 13,900
square feet of floor area. The laboratory for testing
the strength of materials is furnished with the fol-
lowing apparatus: An Olsen testing machine of 50,-
000 lbs." capacity, tor determining tensile strength,
elesticity and compressive strength; a testing ma-
chine of the same capacity for determining the
transverse strength and stiffness of beams up to 25
feet in length, and of framing joints used in practice;
machinery for the measurement of the strength,
twist and deflection of shafting while running and
under the conditions of practice; machines for time
tests of the transverse strength and deflection of full
sized beams; for testing the tensile strength of mor-
tars and cements, and of ropes; for testing the effect
of repeated stresses upon the elasticity and strength
of iron and steel; for determining the strength and
elasticity of wire; for determining the deflection of
parallel rods when running under different condi-
tions. Also accessory apparatus for measuring
stretch, deflection and twist.
The hydraulic laboratory contains a closed tank 5
ft. in diameter and 27 ft. high, connected with a
stand pipe 10 in. in diameter and about 90ft. high,-
apparatus, in connection with the tank and stand
pipe, for making experiments on the flow of water
through orifices and mouth pieces, over weirs and
in pipes, under different heads and under different
conditions, and on the losses of head occurring un-
der different circumstances; a 6 in. Swain turbine
so arranged that it can be run under different
heads, and that measurements can be made of the
power e-xerted, of the efficiency, etc., under different
gates.
The steam laboratory contains a triple expansion
engine, with cylinders of 9 in., 16 in. and 24 in. di-
ameter respectively and 30 in. stroke, arranged in
such a way as to be run single, compound or triple,
as desired for the purposes of experiment. This
engine is of the Corliss type, and was built by E. P.
AUis & Co. It will have a capacity of about 150
horse-power when running triple, with an initial
pressure of 1-50 lbs. in the high pressure cylinder.
It is connected with a surface condenser and all the
other apparatus necessary to adapt it to the pur-
poses of accurate experiment. This laboratory also
contains a 16 horse-power Harris-Corliss engine, and
an 8 horse-power engine, used for giving instruction
in valve.setting, etc. It is also equipped with sev-
eral surface condensers, steam pumps, calorimeters,
mercurial pressure and vacuum columns; apparatus
for determining the quantity of steam issuing from
a given orifice or through a short tube under a given
difference of pressure; apparatus for testing inject-
ors; and with indicators, planimeters, gages, ther
mometers, anemometers, and other accessory appa-
paratus.
The engineering laboratories are also provided
with a number of friction brakes; with machinery
for determining the tension required in a belt or
rope to enable it to carry a given power at a given
speed, with no more than a given amount of slip;
with three transmission dynamometers; with a com-
plete set of Westinghouse air brake apparatus, in-
cluding the parts belonging on the car and on the
locomotive; with cotton machinery as follows,
namely, two cards, a drawing frame, a speeder, a fly
frame, a ring frame and a mule, as well as accesory
ajiparatus.
There are also available for the purpose of experi-
ment, in connection with the work of these labora-
tories, two horizontal tubular boilers, one largo
Babcock and Wilcox boiler, and a Porter-Allen en-
gine of about 80 horse power, all situated in the
Rogers building; also another boiler, a 40 horse
power ISrown engine, a number of looms, and other
apparatus in the workshops on (ianison street.
The most important addition to the equipment of
these laboratories is that of the triple expansion en-
gine, inasmuch as it is the first triple expansion en-
gine for a practical size that has ever been arranged
for making experiments; and by its means the labor-
atories are placed in a position which will enable
them to do work for the triple engine of a character
similar to that done for the compound engine by the
United States naval engineers in 1874, and also to
make such researches with a triple or compound en-
gine as were made upon single engines by Hirn, Hal-
lauer and others. The hydraulic tank and stand-
pipe places this laboratory in a position to perform
some work of great value in hydraulic experiments
which would be impossible without such apparatus.
Prior to February 1 of this year the old laborator-
THE RAILW^AY MASTER MECHANIC.
AnonsT,
ies of the institute were in the basement of what is
known a3 the Rogers building, occupying only about
half of that basement. The number of students
grew so large that a new building was erected and
Prof. Lanza describes it as follows:
The building covers a ground area of 52x148 ft.,
and is six stories high; the two lower floors being
entirely devoted to the engineering laboratories,
while the two middle floors are occupied by the
drawing rooms and recitation rooms of the mechan-
ical engineering department and the two upper
floors by the drawing rooms of the civil engineering
Ueiiartment and the engineering library.
The general style of the building is that of the
modern mill, a row of cast iron columns extending
lengthwise through the middle of each floor at dis-
tances of eight feet, center to center. A pair of yel-
low-pine beams bolted together about one inch apart
extends from each col
1 to each lateral wall, the
have as yet given him written notice of their ailop-
tion of the passenger code and he prints it with the
freight car interchange rules as a matter of conve-
nience to those who wish to consult it. The price of
the rules are as heretofore, viz.; Single copies, -5
cents; twenty-five copies, $1; fifty copies, $1.7-5, and
one hundred copies, j;^. They may be obtained from
Secretary Cloud, whose new office is at 974 Rookery
building. Chicago.
The royal blue line trains recently placed on the
New York, Philadelphia, Baltimore and Washington
line, running over the Baltimore & Ohio, Philadel-
phia & Reading, and Central of New Jersey Rail-
ways, are among the finest ever placed in service
leading from the ante-room into the smoking room
is alight, leather covered door with plain glass, and
swings both ways. The parlor car is fitted with bay
windows, there being three bays on each side. Drink-
ing water is accessible outside the toilet rooms, a
faucet, tumber holder and drip being placed in the
corner, outside the locker, connected, as shown, with
the cooler in the men's toilet, room. The parlor
cars are richly decorated, and a beautiful pattern of
white hair cloth is used largely in the upholstering.
The entire train is painted in "royal blue" a very
rich but quiet coloring. On the side of each car is
painted the coat ot arms of Maryland, with very
pleasing effect.
The framing of the coaches is of the Pullman
standard, and it is reinforced by the Pullman anti-
telescoping metal plate trussing. This excellent de-
■iiH— ^ nH— 15X
ROYAL BLUE LINE PARLOR CAR - BALTIMORE & OHIO RAILWAY.
spans being about 24 feet. The beams supporting
the basement floors are each 11x18 in.; those sup-
porting the first Boor, 10x18 in.; those supporting the
second, 7x16 in., and above that 6x16 in. In the
basement the underflooring is 4 in thick, and on all
the other floors H in. thick, while the top floors are
:i\l i in. thick. The wall on the south side is like
that of a pilastered mill, while that on the north side
IS more architectural. It will thus be seen that the
aim has been to construct a building which, while
containing heavy machinery in operation, should be
sufficiently free from vibration to render it possible
to make experiments requiring delicate measure-
Anolher engineering feature which ought to be
mentioned is that the building does not contain any
boilers, but that the steam for heating and also for
power is furnished from the boilers in the basement
of the Rogers building, whence it is conveyed
through asix inch pipe about 1,000 ft. long, buried
under the ground, and protected by being wrapped
in two thicknesses of asbestos and inserted in a wood
log. The heating system, which is partly direct and
partly indirect, was designed by Mr. S. H. Wood-
bridge, and the ventilation is obtained by means of a
Sturtevant blawer acting in connection with the in-
direct portion of the system. Automatic valves are
used almost entirely on the radiators, so that the
steam supply to any radiator is regulated automati-
cally by the temperature of the room.
These laboratories are now called the engineering
laboratories, and the building is called the engineer-
inir building, because it is especially devoted to the
engineering work of the school, both the general
and the special. Thus, in its recitation rooms are
taught the classes in mechanism, in thermody-
namics and steam engineering, in hydraulics, and in
strength of materials, all ot which may be called
general engineering studies, as all these subjects are
taught, to a greater or less extent, to the students
of civil, or mechanical, of mining, of chemical, and
of electrical engineering. Besides this, all the
drawing room work of the students of these courses
is done in this building, and all the purely profes-
sional work of the civil and mechanical engineering
courses are carried on here; this including practi-
cally all the engineering work proper of the above
stated courses.
Secretary .1. W. Cloud, of the Master Car Build-
er's .\s.TOciation, has gotten out the code of inter-
change rules with commendable promptness. The
rules are published in their usual form, and as re-
vised at the Old Point Comfort convention. We note
that the list of railroads signing these rules is consid-
erably larger than was appended to last year's rules.
The new code of rules governing the condition of,
and repairs to.passenger cars in interchange adopted
at the Old Point Comfort convention last June is
published with the freight car interchange rules, as
an appendix. The secretary states that no roads
in this country. We give herewith plans of the
coaches and parlor cars used in these trains, and an
interior view of one of the parlor cars. The coaches
are as handsome as the ordinary parlor car, and, as
will be seen from our plan, are fitted with a spacious
smoking room. There are 13 seats on each side of
the body of the coach, exclusive of the three sofas,
and, as will be noted, the smoking room has a large
seating capacity. The coaches are finished in ma-
hogany, the plush, window curtains, etc., harmon-
izing with the same. They are 60 ft. long over
end sills and 10 ft. wide at eaves. They are fitted,
as is the entire train of baggage, combination and
parlor cars, with the Pullman vestibule, combiiia-
nation Janney-Miller platforms, Allen paper wheels,
and the Safety Car Heating t*t Lighting Company's
standard system of steam heating. The coaches
have the Hale& Kilburn seats. The train is Ugh ted
throughout by the Pintsch gets system.
The parlor car plan shows a very convenient ar-
rangement. There are 18 parlor chairs in the par-
lor, nine low wicker arm chairs and four sofas, sup-
plying 36 seats in all. The partitions marked A and
B, inclosing the open drawing room, run up only to
the height of the wicker chairs, and have curtains
above producing a very pleasing effect, as indicated
by our photographic view, which is taken looking
toward the open drawing room end. The smoking
room is of good size, and as may be seen in the plan,
is very effectively cut off from the car and its pas-
sage by a small ante-room and two doors. The door
leading from the passge into the ante-room is a
plain glass door, lettered "Smoking Room" and
is self-closing, being fitted with a spring. The door
aager of
vice, designed by Mr. H.
the Pullman works, consists of an angle iron frame
extending around each end of the car, and a steel
plate extending across the ends beneath the end sills.
The angle iron frame, 3x4x| in. in dimensions, ex-
tends up from the end sill on each side of the car,
and is bent over the curve ot the roof, the two arms
being connected at the top by an angle iron extend-
ing horizontally across the base line of the monitor.
The bottom of the car is strengthened by the steel
plate which extends across the end beneath the sill.
This plate is 5-16 in. thick, and 20 in. wide in its
center and 12 in. wide at its ends. This is attached
to the sill by an angle 3.'c4xi in. The effect of the
whole— the bottom plate and the angle iron frame-
is to greatly strengthen the ends of the car, binding
all the members of the car framing firmly together,
and resisting spreading or splitting strains in colli-
sions. It appears to effectually guard against the
terrors of telescoping. This construction, by the
way, is going in all the new Pullman cars.
For the material for our illustrations we are in-
debted to Mr. T. H. Wickes, second vice president
of the Pullman Palace Car Co., and Mr. E. W.
C-rieves, master car builder of the Baltimore c& Ohio.
The cars were built by the Pullman Works, which
also built similar cars for the Philadelphia & Read-
ing, for its quota of the New York & Washington
line equipment.
The Westinghouse air brake 's now in use on 2,000
engines and 240,000 cars; this includes 140,000
freight cars. Orders were received from December,
1887, up to June, 1889, for 80,0011 improved quick-
action brakes.
17
to —■'I'" J
Ki
ROYAL BLUE LINE COACH — BALTIMORE & OHIO RAILWAY
August, 1890
THE RAILV/AY MASTER MECHANIC.
COMMUNICATIONS.
The Uilwankee, Lake Shore & Western's Hogal.
To tlie Editor of the Kailwii.v Master Mechanic:
In looking over the description and cut of the mogul loco,
motive for the Milwaukee, Lake Shore & Western Railway
n the July number of the Railway M
1 with the excellent
e force and adhesive weifjni or thai
The engine has lSx34 in. cylinders, 56 in. drivers
in the July number of the Railway Master Meciia.mc, I
have been impressed with the excellent proportion existing
between the tractive force and adhesive weight of that
engine. The engine has lSx34 in. cylinders, .t6 in. drivers,
and weighs iu working order 1011,000 lbs., of which ii0,600
The>team
in. Taking the maximum meai
cylinders at 85 per cent, cf this
tractive force of the engine is;
li-X-ax 140
, effective pressur
> 165 lbs. per sq
, the mean
Irivers by this giv
or the other officers named; It the master mechanic is one
of the old time kind, that look only to work, and are with-
out any business qualifications, then I think he should
have very little to say. But if he is broad gauge and alive
to the interests of his road, and if he reads and thinks and
is a business man as well as a mechanic, then let him have
it all to say, and hold him responsible. He will state i
he wants, and the purchasing agent will do well to buy
just what he orders.
The one great fault of most master mechanics is to think
that they must do a general manufacturing business, and
the stock of raw material to be carried in consequence is
appalling. Get brainy, mechanical business men, and pay
them for their ability as such. The idea of paying a man
*2,00() per annum and expecting $6,000 worth of ability is
sheer folly. I desire also to call attention to another article
in your July issue, in which you speak of the frequent
changes in tlie heads of mechanical departments, and I
fully agree with you that it is a mistaken idea to change
heads of departments too often. I have in mind one man
en one of our large systems, who has made four changes in
loss than that many years, the last two being within one
year. I would like to ask how that man can be of much
he should be a man of
multiplicity of articles
acquainted and the ma
ROYAL BLUE LINE PARLOR CAR-B. & O. UV.
atigure slightly in excess of that (4-5) recommended by
the Railway Master Mechanics' Association for this class
of engine.
It is pleasing to note that a close adherence to the asso-
ciations coefficient has resulted in "exceedingly fine re-
sults on the road." X.
The Mechanical and Furcbasing Department!.
I have read with much interest your editorial under the
above heading in your .luly issue. There is one specia'
|)oint upon Which I desire to take issue with you, and thai
is: "The Relation Between the Departments.' You state
that at the present dav the tendency is to let the masU
mechanic decide fully upon the character of the materi
that goes into his department. Such is not the case, at
there is not one master mechanic in ten that has the a
thority you speak of; for. if the purchasing agent does n
cut him off with scant supply and inferior material, the
general manager does.
Just here comes a question to be answerefl. Who is the
best qualified to judge of the material, the master mechanic
service to any system, for it takes a most excellent business
and mechanical mind to master all the details of the me-
chanical department of any large system in less than one
year. The first year is his experimental period, and after
that he may show the result of his ability, if he has any,
and demonstrate how little his predecessor knew.
The master mechanic should not be a man who runs his
shop regardless of expense and keeps on hand material and
tools and labor for possible emergencies that may never arise ;
he should not be a man who will tell his general manager
that he can do work cheaper than anyone in the world and
have his performance sheets dispute in black and white
his statements. He should, however, be a man of good
executive ability, a good judge of work and of workmen,
and have the confidence and respect of every man in his
sen-ice: he should know, when supplies are sent him with
bills attached, whether the goods are worth the money
paid for them: and should, in a word, be a first-class busi-
ness man who makes the company's interests his own, and
is honest in the discharge of his official duties.
Now let us for a moment investigate the purchasing
agent. What kind of a man should he be; In the first
place a thorough gentleiiuin. courteous alike to all; second.
ports and keep posted
xpense,
e business ability, because of the
th which he must be somewhat
diversified interests with which
look through all the market re-
the prices of everything from a
tacks to a locomotive. He must have ready to
ist of the most reliable houses that carry the lines
he requires; he must beat all times ready to make
when the market justifies and become acquainted
with al. parties with whom he can deal safely, and should
steer clear of all men who sell goods below cost, because all
such goods are below good quality as well as fair cost.
He should not allow himself to be guided by friendships,
but should deal strictly on the square and at all times for the
interests of the company he represents; he should be
strictly honest (and to their credit be it said the most of
them arej because with an honest man you know how to
deal; and above all, he should receive a just compensation
for his services. He should not receive
from his supply friends, nor dine loo often
but should under all circumstances corduc
his department the same as if the money came out of his
own pocket. He should consult frequently with the heads
of departments in order to obtain their ideas; and should
read all the trade papers so as to be thoroughly posted on
all matters pertaining to his office, and buy only the best,
whicn is the cheapest in the end. (;iy Knu.v.
The Life of the Locomotive-
To the Editor of the Itullway M:istcr Mechanic.
This question is often asked : "What is the life of a loco-
motive; Or lor how many years of service is a well built
locomotive good f"
The well designed and built machine often remains in
service much too long for economy or progress, the defec-
tive and worn out parts being renewed from time to time,
until there is but little of the original remaining, except a
few old bolt holes. On one of the great railway systems of
the country there are locomotives which have been in ser-
vice 3(> years; 13 have been in service 2r> years, 311 for -M
years, 85 for 15 years and 112 for 10 years; the average ser-
vice of all on the line is 11'82 years.
improvements are to be applied to new locomotives
■, the time for comparatively perfect locomotive service
ot near al hand. What is progress; Is it not what
does and the other omits? Tagjicoxic.
A Beformer Grows Bold ; With the Metric System in Sigh
He Now Asks for Volapuk
Wasiii.vgtox, July 12.— The president to day transmitted
to =ougress a letter from Secretary Blaine, accompa-
nied by a report on weights and measures unanimously
adopted by the International American Conference. The
itary, in his letter, says: "This report recommends
the adoption by the United Slates of the metrical decimal
system of weights and measures,which is now in use by the
rnments and people of all the other .Xti.-i!,-,;! rr|i ih-
ind most of thenations of Europe, iiriil .\ ri, ~,,iii !,i\
authorized by the laws of the United S'l:. - i u
'"■ is system in the customs service \M -i,, , ,,
greatly promote the public convenience, i.ip I I i. _ .,,i, u>
submit, for the consideration of congress. Uie uiait oi a
bill for that purpose." The draft referred to reads: "Be
icted, that on and after July 1, 1801, the r
iights and measures, authorized by the actor congi
approved July 28, 181)6, shall be used exclusively in the t
is service of the United States."
send this as an evidence that the world moves and i
continue so to do, unless the wheels are chocked by one
your contemporaries, which has a faculty of being on
g side, but which, after all, by provoking dis
helps along whatever it opposes. I feel assured that the
opposition has in this case wrought some good.
I have been much interested in this subject for 25 years,
and feel that we are many years behind other nations in
this and similar matters. Why not give the subject a
: system
The service of the M. C. B. couplers for the last eighteen
months has ripened into knowledge not to be ignored or set
aside without penalty for so doing. Truth and facts must
rise to the surface and will be observed by those on the
alert for them.
Many of the leading railroads are now considering the
advisability of adopting some one of the M. C. B. couplers
now on the market, and of late several articles have been
printed concerning the interchange of the different makes,
THE RAILV/AY MASTER MECHANIC.
s conformiDg to the
tion may be made
p to date conform-
M. C. B. contour lines. Here the asse
that there is not one make in the field
ing strictly to to ihe contour lines.
Referring now to the diagrams herewith, the reader will
observe in further description of the M. C. B. coupler the
defects and the failures for interchange, which I shall de-
scribe in as brief langauge as possible, and I shall also prove
thp cylindrical faces of the M. C B. coupler to be a blank
failure for service and a bonanza for the repair shop.
Fig. 1 represents a contour forming a tread face coupler,
the inner knuckle faces commencing the service with a flat
face, the width of which is I'^xG in. deep. This gives an
area of 13}o in. of wearing face in the beginning which
will increase in width to 3^. in. when the bottom of the
clearance space ?i is reached, giving an area of 22>o in. The
wear of this type of inner coupler faces has proved the
fact that, in passenger service operating under the com-
thus constructed, as the
knuckle faces shown in Fig. 6 are worn down to the point
of condemDation and yet have sufficient lap upon the guard
arm to prevent them from becoming uncoupled upon a
straight track, while it is impossible upon curve Work.
We will now consider the cylindrical faces for wear, and
the M. C. B. guard arm as shown in Fig. 4. In this view
we show the inner knuckle face constructed with the re-
verse curves, the dotted outlines showing the M. C. B.
contour. In order to overcome the most serious defects
existing in the M. C. B. type we have provided
inner face with an incline of 8 deg. to take the place of the
inner portion of the reverse curve, and have shown tb
pression of springs, it will lake three years
down to the clearance curve n, which is but two-thirds of
the service attained, leaving a margin of one-third more
service to go on record before being condemned. The
peculiarity of the tread face contour is partially due to the
clearance between the nose of the knuckle and the bar,
whereby the coupler is enabled to operate upon all curve
work without being forced to move sidewise on the Knuckle
faces when under pulling strains.
In Fig. 3 the writer has devised an improved M. C. B.
contour with lines limiting the construction of M. C. B.
couplers. It shows the extreme length of the guard arm
and its shape, also the shortest that can be used with
safety, which are indicated respectively by
also the guard arm with cushioned buffer a', as shown in
'dotted outlines. The solid outlines designate a fixed con-
lour of the rigid arms ; the remaining dotted lines shown
represent the limit of draw-bar head; a< repre-
sents the heel of the knuckle which can be
used, if preferable, for all couplers pivoted at
points from C to C- The dotted line a' is better adapted
to couplers pivoted at points from C to C-, enabling Ihem
to couple on curves should the opposite coupler be in a
closed position when coupling.
Referring to Fig. C, it will be observed that no objections
two different diameters with a clearance
and bar; Figs. 3 and 4 representing the 3 in. radii and Fig.
5 representing a nose having a radius of 1 3-10 in., which
forms more of a hook nose coupler ; either of this type will
give double the service of that attained by the contour
shown in dotted lines in Fig. 4. It will be observed iu the
second instance that we have also added .')-16 of an inch to
the front face of the knuckle. By this means we have in-
creased the tensile strength of the front face during the
transition stage from that of 50,000 tensile strength to that
of 96,000, which will average with the link service. Owing
to the excessive free slack of the link, when coupled with
the M. C. B. coupler, it is quite necessary to have this
strength required, the present strength of the M. C. B.
coupler in this respect being equal only to a link made of
Xxl H in- strap iron, which is far below the limit for
safety. It cannot prove quite satisfactory to railroad com-
panies to be paying $4-39 per knuckle, with a capacity of
.iO.OOO tensile strength, when one of tensile strength in-
creased to that of 96,000 will cost but W-.V) to *3-75 i)er
knuckle. Taking these facts in connection with the future
of the M. C. B. coupler, it would seem very advisable to
thus increase the capacity of the present coupler of 3 in. in
depth of knuckle to that of 3 .5-16 of an inch, which will
then give us 1 in. of depth in material in the front face and
% in. in the wearing faces of the jaws during the link
period. There is plenty of yard work where bars are con-
stantly used, even with link couplers, to enable the yard
men to shift the cars upon sharp curved side tracks where
the corners of the cars are the first to meet ; hence no ulti-
mate couplers can be without the provision of coupling with
long bars, if not links, and when the cause has advanced
to the ultimate perioct, it will then be policy to diminish
the mouth of the knuckle to 1 ',, in. in depth for the recep-
tion of bars of 1 in. thickness, and leave the inner wearing
face of the knuckles solid as represented by the dotted
line in Fig. 3; the dotted opening for a IS in. pin to take
the place of the ni-psent \}i in. pin should then be also used.
It would seem .^d the removal of the defects pointed out
and the adoption of the compromise lines herewith shown
in Fig. 3 would be the great and last step required to give
the M. C. B. coupler a just basis to operate upon, and to
maintain the action of its advocates, and to justify the
railroad company in adopting them.
Recurring to the wear and tear of the inner knuckle
faces:— Commencing with Fig. 4, it will be seen that the
faces represent the manner of wear by the shaded portions,
showing that with the cylindrical faces they wear in a
beveled manner, causing the couplers to remain against
the guard arm, which, of course, make them operate badly
on curves and more liable to become uncoupled when thus
worn. In Fig. 3 it will be observed that these faces will
remain at right angles on account of the clearance at the
instep of the knuckle ; as also will the faces shown in Fig.
5. Either of the faces, except those in Fig. 4, will wear at
right angles and cause no wear on the guard arms. Should
the change of the M. C. B. type be made to the one of in-
creased strength, a transition knuckle may be used to con-
form to the face line, e. Fig. 4, which will allow the new
bar and knuckle to couple with the old bar with the tran.
knuckle, thus affording a means to wear out the pros-
it stock on hand.
Other rules that should be enforced are, that knuckles
ot be pivoted in either direction beyond the limits of
C and C-. (See Fig. 3.) By this means a perfect inter-
change system can be brought about that could not be ac-
hed othenvise. Further observance, of course, is
necessary of the guard arm limitations acd the conforma-
Another point : The standard length of the coupler was
recommended to be 30 in. from the inner face of the
knuckle to the rear end of the bar, the head be-
ing s?4 in. from the inner face of the knuckle
to the rear of the horn, thus leaving the bar,
31,^1 in. long. It would be economy to make the length of
the head 9'., to rear of the horn, and still more so to dis-
pense with the horn entirely as it only serves as a means of
destruction to the couplers of any type or kind. The in-
creased length of the head would insure better and stronger
locks, and better couplers in every respect, with the stem
remaining 31^4 in. in length. The size of the stem will do,
but it would be much improved to increase it in size also
and make the waUs lighter. A good projiortion for the
the rear ot the head would be v., in. wide, operat-
ing in a stirrup not less than 63i in. square, the stem tapered
down to 4^4 in. in width at the rear end. Cars constructed
with stringers but S'i in. between could have the draw
timbers chamfered off from the draw gear outward with-
out any detriment whatever, and the side adjustmentof the
Id be obtained in a simple and effective manner
without the use of swinging trucks. Not only have the
above features been accomplished by doing as suggested,
but the life of the coupler will be thus increased, I be-
by 50 per cent, over results obtained by any other
system yet recommended.
All these changes might seem to be uncalled for, but such
is not the case. They are all essential and valuable f eatures,
worthy of adoption by all who are looking to the interest of
railroading, and the basis of economy.
It is the duty ot every railroad official to look forward to
that end which will attain the best results, and especially
ao when the first cost ot the change does not reach that of
the repair bills reached in one year because of the de
ficiency of work not thoroughly considered for want of
time or proper knowledge of the device or subject under
advisement, which deficiencies afterward rise to the sur-
face sealed as cold freezing facts not favorable to our well
being or the dividends of the company we may represent.
Nothing short of the proposed remedies should be car-
ried out; the train men should have protection and the rail-
road companies should have the same, and also that which
is best adapted to fulfill the requirements of heavy freight
service with such efficiency as to increase its revenue.
Self preservation and the financial interest of corporations
are first considered, and where economy does not exist, in-
troduction of appliances is only uphill work. Therefore,
the laws of justice demand a system and rules for a guid-
ance of the coupler question worthy of consideration by all
whom it may concern,
W. Van Douston, M. E.
—"Well, I'm ol
himself in after «
"But why are
said the electrician, when he had let
ight.
1 insulate!" asked his wife.— (New
THE RAIL^A^AY MASTER MECHANIC.
COMPARATIVE TESTS OF AN ELECTEIC MOTOR AND A
STEAM LOCOMOTIVE ON THE MANHATTAN ( ELE-
VATED i RAILWAY, NEW YORK*
In Fetti'uary. ISS'.', the writer was detailed from
the chief engineer's department by the general man-
ager. Colonel F. K. Hain, to conduct tests to deter-
mine the efliciency of an experimental "direct"
electric system of motive power, as compared with
the present steam locomotive performance. The
section of road chosen tor the experiment with 1"6
miles long, from 12th to olst street on the Ninth
avenue line. .\ profile of this section is shown, giv-
ing the grades. The trial trains were made up of
empty cars of the new standard type, which weigh
29,500 lbs. each, empty; at first two were pulled,
then three, and finally four; these four empty cars
weighed a trifle less than the four-car trains, loaded,
which are run on this line in regular service.
The generating machinery was located at the south
end of the section in a side street, and 400 ft. west of
the railway structure. The boilers were of the ordi-
nary horizontal tubular pattern, set in brickwork on
the return system, rated at 100 horse power each,
and furnished steam at a pressure of 80 to 90 los. per
square inch; two boilers were used in the lighter
runs, and three subsequently. The engine was a
horizontal "Wright's automatic cut-ofT," with a
single cylinder, 22 in. bore by 42 in. stroke, and
worked non-condensing. The engine made from 90
to 100 revolutions per minute, depending on the re-
sistance, giving a piston speed of 630 to TOO ft per
minute. The greatest indicated horse power found
during the trials was 400.
There were four generating dynamos, nominally
oO horse power each. There was a four horse power
dynamo in addition, which supplied current for the
engine room incandescent lights.
The current was conveyed from the dynamos to
the railway structure conductors by two insulated
copper cables strung on poles; at the structure the
cables were divided to connect with the three posi-
tive conductors on the east, center and west tracks.
The negative conductors were made up of the east
line rails of each track; they were connected by or-
dinary angle splice bars and bolts, and also were
connected electrically by copper wires at each joint,
riveted in the flanges. The circuit was closed
through the motor on the track by a device which
had copper leaved brushes which slid over the posi-
tive conductors, and the current after passing
through the motor dynamo and its connections, was
returned through the driving wheels into the rails,
passing thence back to the generating dynamos.
The four driving wheels of the motor were 48 in.
diameter, 6 ft. between centers, and coupled to ob-
tain the maximum tractive force; on the rear axle
were two carefully cut steel gears, driven by two
steel pinions keyed on the shaft of the motor; the
brushes were movable and could be reversed to
change the direction of rotation, but not when under
headway. The exact weight of this motor was un-
known; it was known to be 10 tons, and pi-obably
weighed more. The motor flynamo was said to
I)Ossess 120 horse power.
•Abstract of a paper read by Mr. Lincoln Moss before
the American Society of Civil Engineers at its an-
nual convention held in Cresson. Pa., June 20, 1S90.
The diagram showi
heaviest test attempi
1SS9, at 10 p. m. The train consisted of four empty
cars, weighing 29,.50O lbs. each. This train weighed
somewhat less than a fairly loaded four car train,
such as is run on this line during the busy hours of
the day, and the tost was an attempt to imitate the
run of such a train, stopping at all the stations on
the way.
The first profile shows the track with its grades,
and the numbers of the cross streets.
The second diagram shows the indicated horse
power of the driving engine, which is the prime
mover to be considered. In all cases four horse
power has been deducted from the cards, for the en-
gine room lights. The automatic cut-off of the en-
gine was quite sensitive, and there was considerable
fluctuation in the power called forth; for this reason
the writer took the indicator cards as rapidly
as possible, to secure the greatest number of
readings, and averaged a card every 16 seconds
throughout the run. An assistant recorded the rev-
olutions at the instant of tracing the diagram, with
a tested tachometer; another assistant timed each
card accurately, so that, knowing the time of the ar-
rival of the train at the various points along the run
the card may be placed very accurately at the point
where the train was at the same time.
The third diagram shows the net or effective horse
power exerted at the draw-bar of the motor and is
the measure of the power used to propel the train.
The average power generated was 176-8 horse power,
while the amount recovered on the track was 26-7,
making the average efficiency 1.5'1 per cent, and the
average loss 84'9 per cent.
The fourth diagram records the "pull" of the
motor on the train at the draw-bar in pounds.
The fifth diagram shows the velocity of the train
in feet per second, recorded by two observers on
board the train, one of whom would call out as the
train reached the center of an intersecting street or
a station, while the other would carefully note and
record the time on a prepared form. The times of
arrival and departure from stations were also noted.
The average net speed, all stoppages deducted,
was 9-4 miles per hour, the average service net
speed in the regular operation of this section is 1.5
miles per hour.
Referring to diagram No. 2, it will be noticed that
the power expended by the prime mover never went
back to zero, even when the train and motor were
standing at a station, at which time there was a con-
stant average expenditure of 43 horsepower. This
shows nearly 24 per cent, of the total average ex-
penditure.
The greatest power of the engine was exerted
when the train was being started. The net horse
power actually exerted upon the train is least when
the train is being started. The dynamometer shows
a low initial pull, with a characteristic falling back,
and the speed line invariably shows a hollow curve
of acceleration in place of the full curve which
would indicate a rapid acceleration of speed, and a
correspondingly great exertion of power against the
resistance of the train. From a consideration of
these facts, we may inquire, where was the great
loss in starting, notably at 30th street station,
where the driving engine indicated 395 horse power,
while at the same time, but 7-6 horse power was be-
ing exerted to pull the train, showing less than 2
per cent, of the power of the engine transmitted to
the train at that instant':' The chief losses are due
to several facts in the operation of electric motors.
The action of an electric motor bears some resem-
blance to that of a steam locomotive. In the latter,
in starting, the distribution of the steam is the most
wasteful, and the average pressure on the pistons is
the greatest; when "notched up" so as to expand the
steam more economically, the economy is very much
improved, and the average pressure falls compara-
tively low. So in an electric locomotive, the electri-
cal pressure is greatest when starting, and the cur-
rent used is greatest, owing to the absence of coun-
ter electromotive force; but as the speed increases
and the resistance is cut out and the counter current
increases, the electrical pressure becomes less, and
also the current used.
High speed of armature is an important requisite,
and as yet no means have been found practical to
apply the motor armature to the drivingaxle direct.
Direct action and elimination of gearing and inter-
mediate contrivances is the best for all engines,
whether stationary, locomotive or marine, and the
electric motor was undoubtedly at a disadvantage in '
being compelled to use gearing to reduce the speed.
A great many trials were made under varying con-
ditions, and one interesting fact among others de-
veloped is that the economy with light trains at
higher speeds becomes poorer, apparently contrary
to the general principle that the economy of station-
ary electric motors increases with the speed and the
reduction of the load, and many believed that a bet-
ter showing would be made with such tests. It is
true that tests made with light trains of two or three
empty cars run at a high speed, but making no stops,
showed much better results, but such conditions are
not at all practical in operating elevated or other
railways. It is true that a lightly loaded stationary
motor, running at a nearly constant high rate of
speed, will show maximum economy, but in the case
before us, where the motor was changing its speed
continually and stopping and starting, the rule will
not apply.
It was considered advisable, in order to secure an
accurate comparison with a steam locomotive, to de-
tail one to pull the same train of cars over the same
track, using hand brakes and reducing the running
time to that of the electric motor. A number of
tests were made on two occasions, some at slow
speed, some on schedule time, and one run was made
to ascertain the best performance of the engine,
which, incidentally, propelled the train at an aver-
age net speed of 168 miles an hour, making all the
stops. The locomotive. No. 67, was by no means the
best on the line, and was not in the best condition, as
it had a few days before been equipped with new
brasses all around, and newly planed valve faces, all
ol which require plenty of time and oil to bring their
surfaces to a good fit and polish. The cylinders were
11 in. bore x 14 in. stroke. The four drivers were 36!
in. diameter. The concentrated working weight on
drivers was 23,900 lbs. The total working weight
was 37,900 lbs. The maximum boiler pressure was
140 lbs. per square inch. The average indicated h.
p. was 2-5'92; the average net h. p. was 21'95, making
the efficiency of the prime mover So.
THE RAIL^VAY MASTER MECHANIC.
August, 1890.
Id order to arrive at a conclusion respecting the
relative economy of thetwo systemsof motive power,
the writer assumes the most "tangible measure to be
the cost of producing one net hoise power at the
draw-bar. Under actual working conditions, the lo-
comotives develop on the average one indicated
horse power per hour with 6 lbs. of good broken
anthracite coal, which costs about $4-20 per long ton
on board the engines of this line. In a short time
this expense will be largely reduced by the.new coal-
ing plant at the Harlem river. This coal is very
good, average a pound per lump, and generates 7
lbs. of steam per pound of coal, in the average loco-
motive boiler.
The machinery used in the electric plant was of
an economical type, but could have been better still
by investing more money in the plant. Assuming
that the engine was compounded and used high
pressure steam, and assuming that the plant could
have been located on the water front so as to obtain
condensing^ water, and assuming that an inferior coal
w£is burned, a high average figure would be the de-
velopment of one indicated horse power per hour
with 3 lbs. of coal. Assuming that the inferior small
coal would cost, after unloading, trimming, storing,
rehandling and delivering at furnaces, $3'30 perlong
ton, and assuming an hourly consumption of steam of
-IJ lbs. per horse power, with an efficiency of 'lo
from the prime mover, the cost of 1 net horse power
by electricity would be 3 1-10 cents. In the case of
the locomotive the total cost per net horse power
hour, 1 ,S-10 cents. The ratio of cost by locomotive
eleclr.c mo.or is 1:2 38-100. This entirely e.xclu-
bive of extra force at generating stations and addi-
tional repairs, and there could be no reduction in
the working force on board the motors, whether
steam or electric.
The foregoing estimate can only hold good with
reference to the electric motor at a speed of 9 4-10
miles per hour, for beyond that the ratio of indicated
to net horse power rapidly increases. Carrying out
the curve of apparent increase of indicated horse
power per ton of train from 12 to 1-5 miles per hour.
It seems very fair to assume an expenditure of 9 in-
dicated horse power per ton of train at that speed,
which would bring the ratio of cost up to 1:4-7.
The question may be asked, what would have been
the efficiency, if, instead of one train being run on
the trial section, a number of trains had been runV
The line resistance and other demands for power
when no train was being moved would probably have
remained the same, namely, 43 horse power; this
constant loss would have been divided among, at
most, four trains on this section, which would reduce
the average horse power per train, at the low speed
of 9-4 miles per hour, to 1B2-.5 horse power, while the
net horse power required would remain 26-7, giving
an efficiency of 16 4-10 per cent., but on the other
hand, the evidence goes to show that if the speed
was brought up to the regular average of 15 net
miles per hour, the efficiency would have shrunk to
about S or 9 per cent,, and this would again be re-
duced by lowering the potential of the current to a
securely seated. The air can then Bow arouud the
piston E, by means ot the groove shown in the side
of the cylinder, and from thence passes to the
auxiliary reservoir through the port shown in
dotted lines. When the piston E is in this position
the upper end ot its stem strikes the lever which
lifts the valve O, this valve being ordinarily held to
its seat by the spring shown. The port H connects
safe
A conservative estimate, based on these facts,
would be that the cost of direct electric propulsion
would be four times that of steam locomotion.
THE HABEEKOEN AIE BRAKING SYSTEM
Mr. T. H. Haberkorn, formerly master mechanic
of the Ft. Wayne, Cincinnati & Louisville Railway,
has developed an air braking system, the leading
feature of which we illustrate herewith. The tripli
and engineer's valves have been in practical use fo;
some time on the Ft. Wayne, Cincinnati & Louisville
in passenger service. The triple works perfectly, we
understand, in trains partly fitted with the Westing-
house triple,and is governed perfectly by the Westing-
house engineer's valve. The valve for automatically
controlling the cylinder pressures by the load in the
cars has not, we believe, been as yet in servii
a train. An air pump and a coupling have also been
perfected by Mr. Haberkorn, but for illustrations
of these we cannot now find space. Mr. Haberko
has had 2-5 sets of his brakes erected for exhil
tion in the works of the Kerr Murray Manufacturing
Company, in Ft. Wayne, Ind., where they may be
seen in operation at any time.
In our illustration (Fig. 1.) is a section through
the triple valve. The auxiliary reservoir and the
brake cylinder are cast in one piece and the triple
valve is bolted upon the side of the reservoir
the partition which separates the air brake cylinder
from the reservoir chamber. The bottom end ot the
valve is connected with the train pipe and the air
(lows up through the opening F and forces up the
piston E until the valve face formed on its stem
second diameter of the piston stem neatly fits the hole
through which it slides and prevents the flow of air
from the reservoir. To release the brakes, pressure
is restored in the train pipe and the resistance of the
exhaust valve spring is then not sufficient to prevent
the piston going up to the limit of its movement.
When its travel is completed the exhaust valve is
open and everything in a position for recharging the
reservoir. It will be seen that this triple has no
emergency apparatus by which the train pipe may
be suddenly emptied ot the air in it when required.
Fig 2 shows the engineer's valve represent-
ed in Its normal running position. The first move-
ment of the valve closes the exhaust from the driver
brake cylinder and puts it in communication
with the brake cylinder, and as long as the exhaust
valve 6 is open the brakes cannot leak on.
To apply the brake a reduction Is made in the
train pipe pressure, and the piston E moves down-
ward to a position shown in Fig. 1. The air then
rushes through the port, shown in dotted lines, into
the triple valve pi.ston chamber past the piston
stem and around the valve G and its lever, anfl
finally through the port H to the brake cylinder. As
soon as the oressure in the train pipe and the aux-
iliiry reservoir are equalized, the piston
K will move upward until its stem 'strikfs
the exhaust valve lever. The resistance of
the exhaust valve spring will then prevent further
of the piston E, and at tl
with the main reservoir by means of the port .E", thus
applying the driver brake. A still further move-
ment of the valve will cause the port L to assume
the position occupied by the port Kin our drawirgs,
and the driver brake will then be released. By
moving the valve still further in the same direction
I the port N will connect with the train pipe while M
I opens into the exhaust, thus applying the
THE RAILV/AY MASTER MECHANIC.
brake. At the same time the port L will open com-
munication between the main reservoir and the
driver brake cylinder, thus applying the driver
brake. To apply the brake tor an emergency stop
the engineer's valve is turned to its extreme position
which makes an opening to the atmosphere equal in
area to the ports M and N, which are made rather
large so that the train pipe can be quickly emptied.
The only difference between the graduation and
the emergency stop therefore lies in the amount and
rapidity of the reduction of the train pipe pressure,
and all the air from the train pipe must escape
through the engineer's valve for an emergency stop.
If it is not desired to apply the driver brake alone,
the valve can be moved immediately to the position
for applying the train and driver brakes combined.
Fig. 3 shows a governing device by which
the maximum pressure allowable in the brake cy-
linder is controlled by the load in the car. The
ports .1 and B connect with the triple valve, which
is bolted upon the further side of the reservoir
When the brakes are applied, the air passes from
the reservoir out to the triple valve through the
port A and back through the port B and then up
through the port in the small piston shown, and
thence to the brake cylinder. The ball shown on
the lever attached to the top of the small piston is so
adjusted that it will keep down this pibton until the
pressure on its underside is the maximum allowable
for alight car. It will then rise and cut off com-
munication with the brake cylinder. As the car is
loaded and settles on its springs, the gap between
the tappet C on the truck frame, and the bell crank
lever i> on the car body, is reduced sufficiently to
prevent the small piston and its weighted lever
from rising sufficiently to entirely shut off communi-
eiition to the brake cylinder. When the brake is
applied the air will therefore rush into the brake
cylinder until a pressure is reached which is suitable
for a light car. The small governing piston will
then be forced up as tar as the tappet V will permit
and the air passing to the brake cylinder will be
throttled in proportion to the load in the car.
Fig. 4 shows the arrangement of levers which
is used with this brake. The lever attached to the
air piston has its outer end connected to the
brakes on one truck while its fulcrum point is
connected indirectly to a lever at the back end
of the reservoir which connects to the other
truck. Intervening between these two levers
are two others so arranged that their outer ends
are touching when in normal position. When the
air-brakes are applied these two levers serve the
purpose of a solid connection between the air-brake
levers. They are also con nected with the hand brakes,
and the advantage claimed for this arrangement is,
that if any portion of the hand brake is damaged
the air-brake levers and connections are still o
THE DE KALB VENTILATOIO CAB WINDOW.
The De Kalb ventilating car window, of which we
show two views herewith, possesses decidedly at-
tractive features. It is a ventilator, dust guard and
window all in one. It ivill be seen that the window
proper swings outwardly, being held at any desired
distance by the notched bars shown, these bars be-
ing lengthened wings ot the hinges. The extreme
outward throw is of course limited by considerations
ot safety. The window may be swung out from
either side at will, the ojiening being always, how-
ever, toward the rear of the train, the closed side
being locked in position by moving forward or back-
ward the rod shown at the top of the window. This
rod extends the whole length of the car, and is oper-
ated by the trainmen— a single movement locking
the hinges on the forward sides of the windows and
unlocking the hinges on the rear sides. The lock-
ing and unlocking is affected by a simple arrange-
ment of cams and vertical rods in each window
which engage with the long wings ot the hinges.
Fig. 1 gives an inside view of the window, and Fig.
2 an exterior view, as opened for ventilation.
The principle ot ventilation, when the car is in
motion, is the same as that which seems to have
gained the greatest favor of late years, namely, such
as is produced by the suction fans so largely used in
the ventilation ot large buildings at present.
The window serves as a perfect dust and cinder
guard without calling to its aid any of the special
attachments or devices at present in use for this ]mr-
pose in connection with the ordinary window of to-
day.
THE DE KALB VENTILATINO WINDOW— Pic
The use ot this window would remove the liability
to accidents which sometimes happen to pasSengers
from putting their heads out. Another feature that
seems to commend itself as favorable, to those who
have examii ed it, is that the window may be opened
by a passenger desiring ventilation at his seat, with-
out producing any annoyance to the passenger in the
seat next behind him; this is an advantage that will
be particularly noticed in the wintertime, for a pass-
enger, feeling uncomfortably warm, may open his
ithou
producing any inconvenience to
passengers in any other portion of the car. It will
readily be seen, therefore, that the window will be
found an excellent ventilating device in cases ot
superheated coaches, without producing any of the
inconveniences arising from a draft.
In the northwestern country the practice of apply-
ing storm windows for winter service is rapidly gain-
ing favor. The DeKalb being a flush window is es-
pecially adaptable for this purpose. Were this win-
dow used where the extreme cold weather makes
the double window necessary, the item ot ventilation
could be carefully provided for, and the other idea
of the double window at the same time could be
thoroughly protected.
By the use of this window the construction ot the
passenger coach may be materially strengthened.
This advantage is not claimed when the window is
applied to old coaches, but in the construction ot
new coaches the use of this window would allow the
admission of an additional sill or plate to be run the
entire length ot the car, at the top of the window on
either side, thereby materially strengthening the
coach. This feature has been complimented as
especially deserving by some ot the most progressive
car builders in the country.
The construction ot the window is very simple and
easily understood, it is claimed thai its application
to new coaches will not materially increase the ex-
pense of the coach, as the Bxtures for it will cost but
little in advance ot the newest and most approved
designs now in use on the old style or double sash
windows. The ^rartin Anti-Fire" Car Heating Co.,
lit Dunkirk, N. Y., are the makers of this window.
Electric Li^ht Car for Wrecking Work.
In the course ot a paper on "Lighting at Wrecks,"'
read by W. P. Taylor before the Association of Rail-
way Telegraph Superintendents, a description is
given ot the electric light car used by the Pennsyl-
vania Railroad.
The car itself is an ordinary box car, having an
end door with a small extended platform and win-
dows. A 1-5 b. p. boiler is at one end, surrounded
with water tanks of 800 lbs. capacity. Near this is
a coal box holding two day's supply of fuel. At the
opposite end ot the car is a 1-3 h. p. Westinghouse
engine, making 300 i-evolu'ions per minute. Near
the center of the car is a 10-light Weston dynamo,
making 1,000 revolutions per minute. Suitable re-
ceptacles are provided for tools, lamps, etc. On one
side of the car two reels of wire are permanently
fastened, one of which contains a wire that is run
out as a feed wire, the other being connected to the
last lamp ot the circuit, and used as a return wire.
The lead wires are connected with a brush which
connects with the axles of these reels, thus giving a
path for the current. Upon top of the car are car-
ried tripods and tools for hanging the lamps. The
car is manned by a crew of one engineer and tour
linemen. In starting for a wreck the regular crew
is always preferred as they are thoroughly drilled.
-\rriving upon the grounds the first thing is to locate
the car; then determine the number and location of
the lamps. Then a man is started out with the end
(»f wire from the small reel, followed by another
carrying pole, spike and hammer, or tripod, as re-
iiuired; then the third man with the lamps and a
.■>hort section of wire, continuing till the last lamp is
reached, when the wire on the larger reel is run out
and connected with the last lamp, thus completing
the circuit. The lamps are swung from the moat
available points, portable poles being used if neces-
sary. These are usually madeot 4X4 inch hickory,
IS ft. long, with the lamp. At the bottom a piece of
1-inch gas pipe is clamped to the pole. To erect the
pole a steel bar is driven into the ground, and the
pole is then lifted up so that the gas pipe will go
over the stuel bar. In the bracket at the top of the
pole is a pulley through which a rope passes and
thus draws up the lamps. The pole is more easily
handled than a tripod. The time occupied in starl-
ing up the lights is shown in the following instances:
WiuL-k Xo. I. siveri lamps, three-eighths mile ot
. 1 -'i 1 1, i IN ..i,. l,,Hir; No. 3, seven lamps, one-
I 111-; No. 4, six lamps, one-halt
I - 'I'he cost of equipping a car
111 ;>'i I I, I. .■,:!, ill,. ui $2,.WI>. In operation it
i.iL., ,;:juiiI. ;I i.i 1 :.nu\i |«-r hour, but even if it cost
i-j iiLT hoLii- 11 would bu worth it.
THE RAILW^AY MASTER MECHANIC
August, 1890.
The two following repoi*ts, submitted at the Old
Point Comfort Convention of the Master Mechanics'
Association, were crowded out of our last issue:
HE LINK AS COMPAUED WITH OXnEU VALVE
Your committee, appointed to investigate the subject,
the "efficiency of the link as compared with other valve
motions," beg leave to submit the following:
Circulars were issued to membei-s containing a series of
questions, to which 37 answers were received. Twenty-
eight report no experience with any other valve motion
than the link.
Mr. Robert Bruce, M. I., M. E., Elhelburga House, TO Bish-
opsgate Street Within, E. C, London, Eng., sends blue print
of Morton's patent valve gear, also a paper describing same
read before the Institute of Marine Engineers. He writes:
"This paper deals particularly with Morton's system of
radial valve gear as applied I
. featu
: aspect, between Morton's system
lown form of radial valve gear.
D locomotive practice, it has not yet
ngine, but within the next
and geometrical sense
and that of any other i
"But with reference
been tried on a heavy main
couple of months a full and
by a leading railway in this country with the gear fitted on
an lSx:iO in. cylinder— goods locomotive— which engine has
been altered from the ordinary gear to the Morton system,
for the special purpose of proving the principle of the lat-
ter form of reversing valve gear.
•J'l may say that so far as marine engines go, the cost of
making, fitting up new, and of maintenance is in favor of the
Morton system as compared with the common gear. The
chief reasons, in my opinion, why the radial connecting
rod system of valve gear should be insisted upon, especially
in outside cylinder locomotives, are, first:
"The gear is all outside the frame and under the eye, so
to speak, of the driver. There being in Morton's system
no sliding dies or surfaces to contend with, and all the
working surfaces being rotating surfaces, the friction is a
minimum, and the advantage of Morton's working surfaces
over sliding surfaces can be realized when we think of the
surface given the crank pin for its strains, and the surfaces
given to the sliding of the crosshead in a marine engine for
'"Sliding surfaces should be abolished in all cases where
possible. With inside cylinder locomotives, the gear is all
inside the frame, but there being no eccentrics, the crank
%vebs may be made stronger. The valves come ou top of
cylinders and are easy of access when required to be looked
at. Then, above all, the saving in first cost, and other
facilities afforded by radial gear— the true and perfect
source of motion in the Morton system— affords great ad-
vantage in giving equal port openings, and constant lead
for all grades of expansion, or for either direction of run-
ning. Furthermore :
**The path of the actuating member of the system being
oval instead of circular, the periods of admission and re-
lease of steam are longer, while the changes in direction of
the valve motion are quicker than with the ordinary link,
whose actuating eccentric follows the crank, while the actu-
ating member in Morton's system follows the piston. These
advantages in steam distribution all lend to economical
working and increased efficiency, and further, it is only in
Morton's system that these improvements are embodied."
No prints showing details of this motion were sent. The
plan shows the motion to be similar to the "Joy" valve mo-
tion. It is claimed to have given good results on marine
engines, but no indicator cards or result of actual work on
a locomotive have been furnished. The device is open to
the objection to motions of this class, viz., cost of mainte-
Mr. David Clark, of the Lehigh Valley Railroad, sends
blue prints of valve motion for main valve and independ-
ent cutroff combined. Also prints of indicator cards taken
with and without the cut-off. He writes in explanation as
follows :
"We have three passenger engines running with link
motion for main valve and independent cut-off combined.
My object in combining the cut-off with the link is
to increase expansion and reduce compression
when cutting off earlier than half stroke. I
also get less lap to main valve, starting train quicker,
especially on heavy grades, by the use of the link and in-
dependent cut-off combined. The compression is regulated
by the link and the expansion by the cut-off.
♦"When the culroff is out of gear ana riding on back of
main valve, it does not interfere with the link motion. The
engine can be run with the link the same as without the
cu^off applied. This gives two valve motions on same
engine, and as yet I have not made any close comparative
tests excepting with the same engine running alternate
trips with and without the cut-off, and then by comparing
the quantity of water evaporated.
"With the cut-off and link combined, the evaporation was
1.5 per cent, less than with the link. A part of this saving
may be due to short lap of main valve, which is % in. on
either end. I have not kept an accurate record of the cost
of application. I think it could be applied for tSOO. The
engines it is on have been running an average of three
years, and have had no extra expense in keeping in repair;
in fact, the main valve does not require frequent facing on
account of traveling nearly full throw when the cutoff is
used.
"The cards show that the earlier the cutroff with the
link, the greater the back pressure, and thus far you can
go until the pressure will balance in both ends of the cyl-
inder. With the link and cut-off the back pressure or com-
pression is regulated by the reverse lever, and the cut-off
and expansion with cutrOff lever, thereby using just the
amount of steam required as the pull varies and sufficient
compression to balance the engine at different speeds. On
this division of our road, with stations close together, and
ikeavier grades, I do not think it is of much advantage, but
on long runs
passenger.
Lild apply it to all engines, freight and
to determine which of the two designs was the most econ-
omical on the basis of coal consumed per ton per 100 miles.
We found on tliis test tliat our regular link motion locomo-
tives were fully as economical on coal, and much more
economical on maintenance of valve gear."
No description or plan of the valve motion referred to
was forwarded.
Mr. H. A. Luttgens, Paterson, N. J., furnishes sketches
and descriptions of three valve motions; the first two do
not appear to have been put to actual service on a locomo-
tive, but are an interesting addition to the history of valve
motion. The third, known as "Uhry & Luttgens' Improved
Link Motion," was applied to a locomotive on the Central
Railroad of New Jersey, Saratoga & Whitehall, Ohio &
Mississipiii and Iron Mountain Railroads. Letters from
officers of these roads in 1S57, '5S, '59, '63 and 'Gi generally
speak well of this motion; though there does not appear to
have been any tests made of its actual performance or in-
dicator cards taken. There appears to have been trouble
in holding the cam in place.
A saving of fuel is claimed. As the valve is reported to
have had a 1)4 in. lap, this result might have been due to
the long lap. The drift of the letters is: That steam is
admitted quickly at commencement of stroke. The impres-
sion of your committee is: That this result could have
been obtained fully as well by using valve with what is
as the "Allen port," with no additional expense,
i happened that one of your committee had charge
omotive fitted with this improved link motion. The
was a good one, but the cam could not be kept tight
certain experiments made by Mr. Horatio Alien ia IbW and
1SK5 for the United Stales navy.
Locomotive builders placed the cost of the application of
this motion, in addition to the common link, at $500 per en-
gine; I suppose $150 would pay for it at present.
With proper care in design and construction, and used in
connection with a balanced slide valve, this motion would
prove very effective on fast passenger engines.
Results obtained from a valve motion operated by three
eccentrics, patented March 20, 1S55, being a modification
of the shifting link: —
The motion operates two separate slide valves, which
may be placed upon a continuous valve seat.
The central valve admits steam at and near full stroke,
and is the exhaust valve.
The outer valve, which is made in two parts, united by a
valve yoke, admits steam only.
The steam ports for both valves unite in passage at each
end of the cylinder.
The exhaust valve is operated by a differential rocker,
which receives motion from the link and also a third ec-
centric, and the steam valve is moved by the ordinary link
motion.
The effect of the third eccentric upon the exhaust valve
can be changed by moving the block in the lower slotted
arm of the differential rocker.
The following table shows the result of this motion.
For comparison, a common link motion is represented by
letter z, with a valve °i in. outside and no inside lap.
The patented motion operated by three eccentrics is rep-
d^ exhaust valve, with 1 in. outside and no inside lap.
c^ steam valve, with 1 in. outside lap.
•Z-i IXC
E.
?r
Travel.
Lead.
0^.„.^„,Stea.
Scea.Po«Opeo.or
Point of Eihaust
begins.
5'i : »■.
V,
-^^K- -^-
\H 1 lU
setH i ;.
^I'r
d' 1 d'
2 1 d'
d'
2
■MH
^8-
=^F
i\%
— o~
TV-w
18
74
16
ceptible difference was discovered in the worldng of the
engine or in the consumption of fuel.
Mr. Luttgens states that: "In ItaO, when the shifting
link motion was introduced in this country by Mr. Thos.
Rogers, it was not generally considered a perfect valve mo-
tion as compared with the hook motion, when operating
independent steam and exhaust valves ; but its simplicity
and good wearing qualities enabled it to supersede the
valve, with an iodependent cut-off valve, worked by a sepa-
rate and adjustable movement, the cut-off valve being
placed upon a separate valve seat, above an inner steam
chest, which formed a compartment witbin the main steam
chest, was applied to engines ' Chetwood" and "South-
mayd," of the New Jersey Railroad & Transportation Com-
pany, in W.59 and '60.
The cu^ofE valve for 33 in. fuU stroke admitted steam at
iyi. &}i, 6, 7 and 8X cut-off.
The main valve, placed upon the regular valve seat, was
operated by a common link motion.
By means of this valve motion the admission of the steam
could be changed, as well as the point of the exhaust, and
independent of each other.
On these engines it was found that with a short cut-off a
later point of exhaust than would result from the link mo-
tion when used alone produced the best results in ruoning
the engine; but, notwithstanding this fact, no better re-
sults were obtained by the combination of the independent
cut-oft and link motion than by the use of the link motion
alone, and with the same ecgine.
This indifferent result was due to the inner steam chest
forming, as stated above, a separate compartment; so that,
while the cutrOff valve indicated an admission of steam of
lij, it amounted really to some 9 or 10 in. ; as the steam ad-
Results obtained from a valve motion operated by two
eccentrics and one cam, patented September 7, 185S, be-
ing a modification ot the shifting link motion :—
This device consists of an ordinary single slide valve,
which is moved by the combination of the common shifting
link motion with a cam, the latter moving an auxiliary or
differential rocket, which partakes of the movement of the
Unk motion.
It reduces the motion of the valve at full throw, and in-
creases the same at the points of shorter cut-off; it admits
of a larger outside lap, say Vi in., in place of % in., with-
out diminishing the admission of steam at full throw of
valve, and modiHes every function of the valve motion,
giving:
Less preadmission of lead.
Larger steam port opening.
Larger exhaust port opening.
Less compression if desired.
Later point of exhaust.
A quick opening of exhaust port and a quick closing of
the steam port.
The action ot the cam is auxiliary, and furnishes about
one-third of the power t« move the valve, which is small in
mount, when moving a balance valve, as compared with a
cam moving a common slide valve.
The cam is made of uniform shape. It is secured to the
axle, and the setting of the valve is done by means of the
eccentrics, the same as usual.
The following table was taken from this motion used on
periments made by the United States navy.
The small figures in this table give the result of the com-
mon link motion.
The underlined figures represent the link motion with
cam attachment; it has l,"a' in. outside and i., in. inside
lap.
'cut"
Lead.
Lead begins tn open before
end of Stroke.
Opening
SteaiSVort.
of .
Valve.
Compression
begms^injjer
E.Yhau8t
begins in per
ct. of stroke.
Per ct.
06
MO
1-10
S Inch of 1 % inch of
revolution revolution
of crank. of crank.
1.
%
6 9-16
5
87-5
67 5
93-13
83-75
95
60
1-12
1-8-H-32
111-16 of
revolution
of crank.
!i inch bc-
of^siroke.
=» iHch ot
JofcraX
3-16 InclTTr^
fore eud of
stroke
'A
6
80
93-7
. 25
% set.
M
_1U6.
i%
4 11-16
m
which would have resulted from the combination.
This fact that both movements produced about equal re-
sults is proof that the combined motion (without the defect
of the extra steam chestj would produce better results than
the link motion alone.
The valve motion patented by Uhry and Luttgens in 1855
preserved the same features of independent adjustment of
the steam valve and of the exhaust valve, without the in-
tervention of a second steam chest, and also reduced the
valve gear to less parts.
This motion was never put into practical use.
With a view to obtain a valve motion producing similar
results with a single slide valve, and to be adjustable by a
single reverse lever, a combination of the link and cam
motion was made in 1S55.
Any desired result within certain limits can be got out
of this combination; but, to make the back motion to carry
the steam as far as the forward motion, the lower end of
the link must be lengthened beyond the eccentric rod joint.
shaft.
The movement without this admits less steam in the bat
motion than in the forward motion at full throw.
This last motion was applied to locomotive engines t\
years before the issue of the patent, and was also used (
Mr. James Meehan, of the Cincinnati, New Orleans &
Texas Pacific Railway Company, reports as follows:
I would say, in reply to the circular on the above, that I
have only had experience with the link and old-fashioned
hook motion, but from past observations I am fully con-
vinced that the Unk motion for locomotive engines is the
best yet presented for that purpose.
"All our heavy passenger engines are equipped with the
link motion, with >« in. lap., 1-33 in. lead, Allen-Richardson
valve, steam ports l^^xlB in., exhaust ports SJa'xlS in.
*■ In this connection, I would say that we have an engine
built by the Rhode Island Locomotive Works which devi-
ates from this practice, the travel of the valve being 6*4 in.
I enclose herewith blue print of the motion, as well as in-
dicator diagrams from both class of engines. I am fully
satisfied that for engines of this class, the Rhode Island
plan is the best."
Mr. T. W. Gentry, master mechanic, Richmond & Dan-
ville R,, reports as follows:
*' A few years ago we made extensive experiments at our
Manchester shops with the "Joy" valve gear, applying it
to two lOwheel freight engines (American type) with ISx
22 in. and 18x24 in. cylinders. The first application was
made to an engine built by the Rogers Locomotive Works,
that had a very objectionable arrangement of the
link motion, designed to dispense with the usual
long eccentric rods or radius bars, which are gener-
AoGusT, 1890.
THE RAILWAY MASTER MECHANIC.
'■ \Ve have had some experience with the ' W^albctiaen
valve trear as applied by Wm. Mason, of Tauniou, Mass..
to a narrow gauge locomotive, and after a I^ir trial we
could see no advantage in the device over the ordinary link,
ana it had several objectionable leatures. It is tuxiy as ex-
pensive, both in first cost and in keeping up repairs. It is
much more exposed to damage by accident, particularly
side collisions, etc., and is more difiicult of adjustment and
more affected by wear.
"We have also had experience with the ordinary link
motion hung on the outside, atd driven by suitable cranks
attached to main pins. This arrangement is very objec-
tionable for several reasons, and 1 would not advocate its
use under any circumstances.
"In conclusion I will say that our experiments have
shown us that the ordinary link motion, well designed and
substantially applied, gives the most satisfactory results,
and that in point of true economy it is probably the best
and most practical valve motion in use to-day."
At the fifteenth annual convention, June, ISS'J, Mr. Joy
was present and explained his valve motion. Mr. Keuben
Wells sent a diagram sliowing the action of the valve
moved by link gear and same valve with the Joy motion,
which was very interesting. This, with the discussion,
was printed in the report of the proceedings of that meet-
ing, and is well worth perusing.
Mr. yuackenbush, of llio C. & A. R. R., furnishes blue
prints ot the "Wilson" valve motion as applied to C. & A.
engines 43 and SS; engine ?^ having ordinary D valves, and
the 43 two valves on eacli side, one controlling the admis-
sion and cutoff, the oilier the exhaust. Also indicator
cards from double valved engine No. 43, while in regular
Mr. H. J. Small, of the Southern Pacific Co., reports as
follows:
"Complying with your request for information concern-
ing efficiency of the 'Stevens' valve motion, I submit the
following :
"We have on this system 00 locomotives equipped with
the Stevens valve motion, as follows:
is supported on carriers loosely boxed on the maiu axle
These carriers are maintained in an upright position on th.i
le by arms which project forward and are supported by
ugers loosely attached to a counter shaft placed in about
the same position as the old lifting shaft. This counter
shaft has two arms, one connected by a rod to the revers-
ing shaft, carrying the guide, and the other to the reach
rod.
The eccentric rods are connected directly from the
rocker arms to pins rigidly fixed in the eccentric
straps at a point offset from their center line, for
the purpose of securing an equal distribution of steam.
The vertical position of the pin in the strap principally
determines the amount of lap and lead motion given to the
' js when the guides are central, or neutral. The far-
ther travel of the valves is secured by rotating the revers
ug shaft, so that the guides stand at an angle to this cen-
tral line.
At the angle shown in the drawings the engine would
working at full stroke in the forward motion.
This gear gives an alternating fast and slow motion to
valves, and thus secures a quick steam port opening
and a prompt, clean release, with a proportionately short
n this engine when working at full stroke the extreme
valve travel is 4)^ in-, and the lead is virtually constant.
The link motion engine making alternate trips with the en-
gine equipped with the Woolf gear is otherwise of exactly
ame pattern in every respect, and has an exceptionally
good record, outranking any other in the service; but the
Woolf gear engine has clearly shown its superiority in
handling heavy trains at high speed, and at the same time
s lighter on fuel.
Aside from the use in regular service for the past year,
have made no formal test to determine the exact
nomy effected by the Woolf gear, but there has been a
marked saving, which is shown also by the fact that the
engine is able to pass one of the four water stations with-
out stopping. The gear seems to make a smarter engine
"I mail you to-day, under separate cover blue prints of
he valve motion and indicator diagrams taken from differ-
int classes of engines equipped with this motion.
"Blue print marked 'No. 1 ' shows the fii*st application, a
lingle eccentric being used for motion and 'lap' and 'lead'
■- - ' "'le print marked
with eccentric
spriu
pie for movement of *lap' and 'lead.'
"The drawings fully illustrate the application of the mo-
tion, and I conclude a detailed description unnecessary to
your committee.
"The cost of fitting up new and applying the Stevens
valve motion to a locomotive is 25 percent, in excess of cost
of the ordiuurv link motion with single slide valve.
"The mamteuanee of the Stevens valve motion is largely
in excess uf the ordinary link mo:ion, while the general
effect of the Stevens motion is to increase the total cost of
repaii-s to loeomolives.
"The very rapid admission of steam to cylinders bj"^ the
Stevens valves results in severe shocks and strains to driv-
ing boxes, frames and rods, causing rapid wear and loosen-
ing of drlviu': box brasses. Much difficulty is experienced
in keeping I'lie valves prjperly adjusted, owing to the
greater number of wearing parts, and resultant loss of lead
"The Stevens valve motiuii is undoubtedly more economi-
cal in fuel consumption than the ordinary link.
"A comparison of performance of eight l!Sx;iO ten-wheel
engines with Stevens valve motion with an equal number
of l^x'2-i ten-wheel engines with ordinary link motion, dur-
ing the year l^^•^ on same division, a.s taken from perform-
ance sheets, shows the following results:
"The Stevens engines ran 3^1,144 miles, iK* per cen.t. being
in passenger service. The link motion engines ran 20ti,59S
miles. .'Hi per cent, being in freight service.
"The Stevens engines show a decrease of 18 per cent, in
consumption of fuel and an increase 41 per cent, in cost of
repairs. Taking the cost per engine mile for fuel at '23
cents, we have a gain of 4- 14 cents per mile in favor of the
Stevens engines. Cost per mile for engine repairs at 6
cents, we have a gain of :i 40 cents in favor of the link mo-
lion engines, and a final net gain of I'tW cents per mile run
in favor of the Stevens valve motion.
"It may be of interest to state that the average miles run
to one ton of coal by the Stevens engines above mentioned
was33y3, and by the link motion engines liTyj; from these
it will be seen that the Stevens valve motion would be
economical only where the cost of fuel is so greatly in ex-
cess of other items of locomotive expense as is the case on
this coast "
Mr. Ellis, of the C, St. P., M. & O. R. R.. furnishes blue
prints of the "Woolf valve gear, with indicator cards of
same. He writes as follows ;
"We equipped an engine with the Woolf valve gear in
May, 1S6U. It is an eight-wheel passenger engine \vith 01
in. drivers and l!>x*34 in. cylinders. The valves have }^ in.
outside and l-a2 inside lap. The steam ports are Ij^'xla
in., and the exhaust ports are "J^'^xlo in. The exhaustnoz-
zle is double, a 7-16 in. in diameter
"The engine has been running on our St. Paul division,
hauling the Kansas City fast express, where the service is
heavv, 'is regular stops tu-ing made on this division. The
enclo'sed indicator aiagrams were taken in November last
when the engine was on her regular run, hauling the
usual train, consisting of Ht cars, all with six-wheel trucks,
four of these sleepers. We used a Thompson indicator
with 00 lb. spring.
"The gear is actuated by single eccentrics rigidly keyed
to the axle in line with the crank pins. The straps have
short arms projecting upward, which are pivoted at their
upward extremity in rollers lilted to guides which contro
the movement of the straps at these points. These guides
and give increased speed.
We have just equipped a secc
engine with the Woolf gear, and inclose blue prints of the
second
tifict
drawings for same, and intend to equip a third, both of
which are to run on our Chicago vestibuled trains.
'•The cost of changing our engine. No. 72, from the link
to Wooif valve gear was $275. This is the actual charge
for material and labor, and could be somewhat reduced if
the work was done on a larger scale and became the gen-
eral practice.
'My experience has been that the cost of maintenance of
engine equipped with this motion is no more than the
k motion, and I am decidedly of the opinion that, as now
constructed, with chilled cast iron gibs and case hardened
rollers, the performance will show a considerable saving
repairs and maintenance, as compared with a locomo-
e of the ordinary link motion."
n'our committee regret that no report has been received
of the performance of the "Strong" valve gear. The Strong
engine has been in service on several roads, and the re-
us obtained in comparison with the link motion would
! very interesting.
Nowhere is the "survival of the fittest" more pronounced
than in railroad practice. The history of valve motions and
devices to improve the link motion, and those that were to
supersede it (i) would till volumes. Many have been
theoretically correct, and very promising, but, after the
crucial test, have resulted in failure; and the link motion
mains in almost undisputed possession of the field.
It has been urged against the link that it is not a scien-
true mechanical motion. This may be true, but the
mains, that fairly good results are obtained from it;
will take more punishment in the shape of rough
usage and neglect, and cost less to make and repair, than
any other valve motion now being experimented with on
locomotive engines.
Your committee are led to believe that valve motions
other than the link are experimental, owing to the difficulty
of ascertaining data of the results obtained from them, ex
cepting the "Stevens" motion, of which Mr. Small has
sent full report.
The almighty dollar is always to the front, and no matter
how theoretically or scientifically correct a motion may
be, unless it costs less in every way than the link, it will
not displace it. It frequently happens that the poor re
suits obtained from a locomotive are charged to the valve
motion, when the cause may be found in contracted steam
l)assage pipes, leaky valves or pistons, steam wire
drawn through the throttle, and back pressure, caused by
contracted exhaust nozzles. It is surprising what a change
will be made in the back pressure line of an indicator card
by slightly increasing or diminishing the opening in the
exhaust nozzle.
In conclusion, your committee are of the opinion that
more efficient for all-around work, and general utility, than
a well designed link with large bearing surfaces— assisted
in its work by steam passages and pipes of generous di-
mensions—free from sharp turns and bends— giving
the link plenty and hot steam to distribute, and, most im-
portant of all, not crippled at the very end by a contracted
JA.MES M. HOOX.
RELATIVE VALVE OF STEEL AND IRON AXLES..
ur committee appointed on the question of "Relative
Value of Steel and Iron Axles" beg to submit the following
-^port :
Mr. Meehan, S. M. P.. C, N. O. and T. P. Railway.
Ist question. Has not had any experience with steel
axles, but uses the following sizes of iron axles:
Weight per Diameter
Journal. of joiirn 1.
1:1.000 lbs. u^ Id.
iigaxle. iron 16,000" 7 "
Tender and i
CU.UOO •
3d question. Does not make any record of wear of jour-
nal bearings.
Mr. McGrayell, M. M., C, R. I. and P. Railway.
1st question. Says number of steel axles in service are
not sufficient to afford an opportunity to judge o; their
relative values. He recommends the following :
Sugine truck, iron.
5.01)0 ■
of Journal.
4-5£'
5^-
2d question. No data.
3d question. No data.
4th question. Have had none to break.
Mr. Lacy R.Johnston, M. M., Canadian Pacific Railway.
4th question. Have never had steel axles break under
locomotives, but have had two or three break under pas-
senger cars. Gives no data as to cause of break.
5th question. Has not found it necessary to turn journals
of steel axles, but has frequently done so on iron axles.
Gives no data of wear.
Mr. N. W. Sample, S. M. P., D. and Rio G. Railroad.
1st question. Recommends :
Eugine truck uxle, iron .j.OOO " 5 "
Capacity.
Tender and car a.xle. steel 00,000 lbs. 4% '*
2d question. Has not had any experience with iron
3d question. Has not had any experience with iron
axles.
4th question. None.
5th question. Do not keep any records.
Mr. W. H. Lewis, M. M., D., L. and W. Railroad.
1st question. Recommends :
Driving uxle. sieel and uon 10,000 "
uu.ooo •
5.000 •
11,000 •
Tender and car axles, steel and ii-on, M. C. B. standard 35iix7 i
Engin
I axle, steel and i
2d question. Has not had steel axles in use long enough
0 make comparison.
4th question. Has not had any steel axles broken ex-
sxcept under aii old engine, of which they have no record
Driving axle, steel and i
Engine truck axle, steel
8,000 "
11,000 "
Capacity
60.(]
'2d question. From observation, see no diflference.
3d question. From observation, see no difference.
4th question. Has had some break. Open hearth. Can-
not give mileage.
.5th question. Steel will not run any longer.
Mr. G. A. Ferguson, M. M., Concord and Montreal Rail-
Has not had experience with steel axles. Has no recom-
mendations.
Mr. Wm. Swantson, M. M., C, St. L. and P. Railroad.
1st question. Recommends :
Weit'ht per Diauietor
jnuru:il. orjournal.
Driving axles, steel and iron Iti'.OOO '•^' 1% ""
hMOO " 4?i "
Engine
xles. steel and iron.
and turning reduced diameter i
not an average, but a very bad <
mileage, even for an iron axle.
.5tb question. As a rule, steel axles do i
)t require turn-
liailroad.
2d question. The wear of iron journal. 7 in. diameti
under mogul engine, is 1-64 in. for .55,021 miles run.
Mr. W. J. Robertson, M. M., Cent. Vermont Itailroad.
140
THE RAIL^^vTAY MASTER MECHANIC.
Mr. T. J. Hartswell, M. M., Flint, P. and M. Railroad.
1st question. Recommends:
Weight per Diameter
journal. of journal.
m.im lbs. 614 in.
Driving axle, iron and steel 1B.000 " 7 •■
30.000 " TSi ••
5,000 •• 5 ■■
Engine truck ailes, iron 8,000" 5H "
U,000" 6 ••
Capacity.
■Jd question, ^o data
3d question. About two pounds.
■Ith question. None have ever broken.
5th question. No. Steel :i5,UOO miles and iron 50,U(
miles.
Mr. W. Augustus, M. M., Keokuk &Westem Railroad.
1st question. Has not had sufficient experience wit
steel axles to give any information of value.
Weight on
journal.
D iviug Mlf, iron 13,000 " ' B';"'
Engine trncR axles, iron, limit of journal, iVt in.
Tunucr and car axles, iron, limit of journal M. C. B.. 'dU in.
Mr. F. J. Ferry, M. M., St. L. & T. Railway.
Has not sufficient data to enable him to add to the report.
Mr. John Campbell, M. M., L. V. Raiload.
1st question. Recommends :
Wfiglit per Diameter
journal. of journjU.
aj,ooo •
Mileage Weight
per per
1-iB in. journal.
2d question. Driving axle, steel, 4 years.. 171,.366 15.000lbs.
Driving axle, iron 27-'.877 i».(J00 "
3d question. Cannot give definite reply.
4th question. No breakage.
5lh question. Do not turn driving axles. Remove them
when worn so as to require tumiug. Mr. Campbell here
says he is using steel for all passenger locomotives ; finds
less trouble from heat, and therefore less lubricants are re-
quired. Recommends a limit for driving axles (iron or
steel), to be regulated by the service.
Mr. Koss Kells, S. M. P., N. Y., L. E. and W. Railroad.
1st question. Recommends for safe limit-
Weight per Diameter
journal. of journal.
16.000 ■•
5,000"
Tend, and car axle, iron and steel.
3'/4
tiU,000"
2d question. Records not complete.
3d question. Ke;:ords not complete.
4th question. Have had no steel axles break.
5th question. Yes; depends on service.
Mr. a. \V. Stevens, S. M. P., L. S. and M. S. Railway.
Says: That it is the practice of this railway (with loco-
motive equipment) to establish standard diameters of driv-
ing axles for engines of different weights per journal.
Prom these a reduction is permitted of ^4, \ and ^> inch
before axles are condemned; the service ol reduction being
respectively passenger, freight and swituhing. With en-
gine and tank ti-uck, the practice is principally confined to
one standard diameter, and permitted a reduciion of '-, inch
in passenger service. After this follows freight, with a
reduction of ^^ inch, and ihen switching, with a reduction
of -V inch. With bjlh classes of axles the plan contem-
plates change from one class of service to another, and in-
cludes a mileage limit, which precludes further service
after being reached, whatever may be the diameter. In
other wurds, two limits are provided, one of size and one of
miles, and whichever is first reached precludes the axles
from further service in that respective class. The equip-
ment entire is iron axles.
Mr. J. H. Murphy, M. M., N. Y., L. E. and W. Railroad.
1st question. My opinion of the sale limit (that is, the
smallest diameter) for new axles is as follows:
Weight per Diameter
Journal. Diam. Diam. Mile. Diam. Mile.
1-7. 88 11-7. 88 3-6, 90
Rigrht, No. 1 e 13-16 6 ^16 This Eng. ti 11-16 This Enj
" " 2 6 2>a2 6U made 6 33-32 made.
•• " 3 6 11-16 6 11-16 22.220 6 31-32 43.t>4;i
•• " 4 6 23^ 611-16 miles. 6% miles.
Left. " 1 6 25-32 GH 3-7. 88 6 11-16 11-7. 88
■" II-
Hight, No
Left
i 13-lli
This engine made 4.'>,US- in This time.
3d question. We have no record of the relative wear of
journal bearings on steel or iron axles.
4th question. We have had no steel axles break since we
put them in use, during past year.
5th question. Not having bad steel axles in service a
sufficient length of time, am unable to state from exper-
ience whether steel driving axles will run longer than iron
axles without turning.
Mr. John Hiekey, M. M., M. L. S. & W. Railroad, says:
In considering the diameter of a driving axle, we
must be governed by the capacit.v of the cylinder, the
boiler pressure and the diameter of the wheel, as well as
"ght per journal. In other words, the diameter of
axle should b ' — ■ , .. .
gine, like other parts
case, it will be entirely safe for any customary weight.
The diameter of the driving axle therefore should
be of such size and strength as to meet the power of
the piston, rather than be simply to resist the weight
brought upon it. As toere is but little difference in the
strength of the best quality of iron and a quality of mild
steel suitable for axles, there should be little or no differ-
ence in their respective diameters when used under like
conditions. For engine truck axles, my experience has
been that the journals should be of such size as not to per-
mit a greater load than 3UU lbs. per square inch of
bearing, and that the diameter of journal be not less than
55 per cent, of its length. This rule will hold good for all
bearings of railway rolling stock, except locomotive crank
pins and driving axles, the size of which must be in keep-
ing with the power of the locomotive. The wear of jour-
nals of course depends on the weight per unit of bearing in
metal. All other things being equal, we find very little
difference in the wear of steel and iron axles.
Mr. W. C. Ennis, M. M., N. Y. S. & W. Railroad.
Does not recommend any limit, flis experience with
steel, from 1872 to 1S79, was very unsatisfactory, and they
have abandoned the use of steel and use hammered iron.
Is of the opinion that steel has very much improved, and
therefore does not wish his experience placed against that
of the present day.
Mr. John Mackenzie, S. M. P., N. Y. C. and St. L. Riil
1st (J
Weight pei- Diam. of journal,
journal. New. Safe limit.
les. iron and steel leioOO " " "^ " iii "'
20.000 " » " 7?i "
.5,000 " r, " 4S4 "
: axle, iron & steel 8.000 " 5 " 4Vi "
Tend. 4 car axle, iron & steel 50,000 " 3',i "
60,0(10 " 3'^ "
3d question. Wear of four 5 in. steel engine truck jour-
nals; greatest wear, 3 16 in. and least wear, 5-64 in. to
118,043 miles run. Have not had anv experience with steel
driving axles. Iron driving axles of proper diameter make
, Richmond & Danville Railroad.
Driving axle
12,000 11
2o;iX10 •
30,000 •
6,000 •
8,000 •
7M •
Engine truck axles. Iron..
2d question. We have not been using steel axles for
about one year, and I am not able to give any data as to
the wear of steel axle journals for this reason. I give
herewith, however, a statement of the wear of driving
axles of one freight engine (No. .503, consolidation type)
and one passenger engine f No. 74, M-wheel American type),
thinking it may be of some use or interest. All of these
Hecommenrts 5?8 in. journal for over 8,0(10 lbs.
40 000 lbs. 3?i in.
Tend, and car a.xlcs.ham'd iron.... 50.000" 4 "
60,000 " 41^ "
2d question. No data.
3d question. No data.
4th question. None.
5th question. Steel will run longer. Experience has
been confined to driving axles of steel, as they use steel
exclusively tor such work. Has had excellent results from
such practice. Did not get satisfactory results from smaller
diameter journals.
Prom the reports received, your committee is unable to
make any recommendations as to the value of steel as
compared with iron. The members seem to have lost sight
of the main question ; i. e., safe limit of diameter for driv-
ing axles, as called for by circular.
We therefore suggest that the whole matter be referred
ot another committee, and that that committee shall ask for
new diameters of all new axles and for the weights as given
in the circular; and also for the sate limit of diameter.
The same to be given in the reduction of diameter, and also
on the mileage basis. Steel and iron to be given separately.
J..UN Macke.nzie,
J. S. G
John
. Co(
The following report, presented at the .Tune con-
vention of the M. C. B. Association, we were unable
to tiod room for in our last issue:
KEPORT OF COMMITTEE OS JOURSAL BOX, BEARING AXn LID
FOR BII,OOU LBS. CABS, AND LID FOR OLD STAXliAKD Jol'R-
The committee respectfully submits for your considera-
ation and adoption, the designs herewith of a proposed
journal box, bearing and lid, for fiO.UOU lbs. cars, in which
the Fletcher lid may be either of malleable iron or pressed
steel, as shown. The committee finds it advisable to make
a larger journal box than the present standard, and it rec-
ommends the change shown in the wedge and brass for the
new journal box, because this construc'ion gives a fuU
bearing of the wedge upon the brass, and is less liable to
deform the brass when it becomes worn thin than in the
old practice of concentrating the load upon the middle of
the brass. The necessary clearance for rocking motion is
provided between the wedge and the top of the journal box,
instead of between the wedge and tne brass, and the wedge
must be of such strength as will serve to distribute the
load evenly over the whole length of its bearing upon the
back of the brass. This enlarged journal box has the
opening tor the lid maintained atsuch dimensions as would
permit the use of the same lid on the new and the old
boxes by a slight modification in the opening of the present
standard journal box.
The committee, therefore, submits a design showing the
same lid whether made of malleable iron or pressed steel,
adapted to the present standard journal box, and recom-
mends its adoption as standard for that box. No changes
are made in this standard journal box except in the open-
ing, which has heretofore been incomplete on account of
no means being shown for attachment of lid, and wliich
the committee proposes to complete in such manner as will
permit the use of the same lid as herein proposed for the
new standard journal box forBO.OOU lbs. cars.
Jous S. Lestz,
F. D. Casaxave,
R. McKexxa,
Componnd Locomotives i
1 Germany.
London Engil
[From a letter by Harold Ha
On December 1, 1889, there were 118 compound
locomotives running- on the state railways and 87 on
others. Of the 205, 16 were express, 35 passenger
(Personenzug) 139 goods, and 15 tank engines. They
were divided among the various railway directions
as follows:
Express.
Pass.
Goods.
Tank.
Bromberg
16
22
10
39
29
3
a°/et'rr^:?:"':!'-...
Since 1883 no tank locomotives have been ordered.
Reports of the various royal state railway direc-
tions on their compound engines.
1. Bromberg. — The compound locomotives start
easily in every position. The jerky motion of the
engine during the first few revolutions is, since the
driver has got used to this engine, hardly noticeable.
The steam supply, even with the heaviest trains, is
sufficient and ample. The work (load X speed)
done by the compound locomotive, is considerably
greater than that done by the ordinary standard en-
gine.
The coal consumption, 10 to 15 per cent.— average
li per cent.— less. Sparks are never thrown out even
with the heaviest trains.
The cost of the compound is about 501. more than
the standard engine. The cost of repairs has so far
not been found heavier than with ordinary engines,
although special starting apparatus is fitted. The
compound locomotive rur.s very steadily, the motion
work, however, is not so steady when running with
high grades of expansion. This railway direction
strongly recommends the adoption of compound
goods engines.
2. Hanover (reports of three traffic offices and two
repairing sheds.) Failures in starting are not more
numerous with compound than with ordinary loco-
motives. During the first tew revolutions a jerky
motion is noticeable; it is not, however, ot any im-
portance. Locomotives tried with the Lindner start-
ing gear have not so great a tractive power in start-
ing.
The steam supply even with the heaviest trains
has always been found to be ample. The power ot the
compound locomotive is considerably greater than
that of the ordinary standard locomotive.
The pi'emiura tor economy in coal consumed earned
THE RAILWAY MASTER MECHANIC.
n
«^--^-^-*
DETAIL OF
LETCHEK LIU KOK OLD AND
Master Car-Builders' Report.
KVV .lOUUN/
by the drivers of the compound is always highe'
1 han that earned by the drivers of the ordinary lo-
comotives, although a deduction of 5 per cent, is
made against the compound.
The amount of sparks thrown out of the chimney
of the compound is always less th-in with the ordi-
nary strtndard locomotive.
At Hrst defects were found in the starting gear
which have, however, now been made good. With
one delivery of com|X)und passenger engine it was
found that the steam chests cracked and that the
valve face was much eaten away and scored. This
cannot, however, be cited against the compound lo-
comotive, as the first was caused by stresses in the
casting, and the second by the port faces and valve
not being equally hard. Valves with composition of
S'2 per cent, of copper, U per cent, tin, 2 per cent,
zinc, and 2 per cent, antimony, have, where the lu-
brication was efficient, proved better. These re-
marks refer only to passenger engines; with goods
engines nothing of the sort occurred. The com-
pound goods runs steadier and the compound passen-
ger quite ajs steadily as the standard locomotives.
The Hanover-Cassel traffic office recommends that
ii] future only compound engines should be ordered.
:h. Frankfort-on-the-Main.— The tractive power of
the compound locomotive on starting is quite as
great as that of the ordinary standard locomotive.
The compound engine generates steam quite as
well as the standard locomotive. The compound is
more powerful than the standard engine and double
running is not so often necessary.
The coal used is found to be 17 per cent, less in
the Nordhausen traffic district and IH percent, in
that of Frankfort.
When the compound is heavily pressed, less
sparks are thrown out of the chimney than with the
standard locomotive. With ordinary loads no sparks
are thrown out.
THE RAILV/AY MASTER MECHANIC.
August, 1890.
ADAPTATION OF PROPOSED FORM OP FLETCHER LID TO OLD STANDARD JOURNAL BOX
PROPOSED BEAIUNG AND WEDGE FOR (i
See Master Car Builders' Report.
LB. CARS.
The remarks on the slide
report apply here. Cost of
i not higher th
orable
valves in the Hanover
epairs in the most fav-
n with the standard lo-
Thc compound runs steadily at the greatest speed
allowed.
4. Madgeburg.— As yet the compound engine does
not get away quite so quickly as the ordinary loco-
motive. The jerky motion when starting disappears
after two or three revolutions. Three of the goods
engines have the Von Borries starting valve; with
the other engines live steam can be admitted to the
low pressure cylinder through a cock under the con-
trol of the driver. This arrangement is not auto-
matic, the driver must shut off the live steam sup-
ply. A flap valve prevents this steam obtaining ac-
cess to the high pressure cylinder. This later ar-
rangement is found to be quite as good as the Von
Uorrieti. In long runs the generation of steam is
better with the compound than with the standard
engine.
The work done by the compound engine (load x
speed) is greater than that of the standard. The
greatest tractive power is about the same. The coal
and water consumed is less with the compound than
with the ordinary locomotive. The amount depends,
however, on what class of work the engine is doing.
Engines engaged in various classes of work only show
from 3 to 6 per cent, economy in fuel. Compound
goods enginis drawing heavy loads long distances
show from l-i to 20 per cent, economy; of course this
is when the driver is used to his engine.
A definite opinion as to the cost of keeping the
compound in working trim cannot yet be given. Pis-
ton and slide valve require careful lubrication. The
nut on the reversing screw was much worn, but on
the other hand the fire-box and tubes give promise
of lasting longer. One drawback of the compound
locomotive is that if leakage past the high pressure
piston takes place it cannot be heard. The cost of
keeping the flap valve starting arrangement in order
is less than that of the Von Borries apparatus.
•5. Erfurt.— This railway direction have no com-
pound locomotives of their own, but in order to gain
experience as to their working, they borrowed a
compound express engine with 1,SG0 mm. driving
wheels from the Hanover direction. Trials were
made with this engine and a special train in Febru-
ary and March, 1S89. In May the standard locomo-
tive was tried under the same conditions. The
results, however, with the exception of some partic-
ulars about the exhaust pressure when running, are
not given. The area of the exhaust orifice of the
compound was 1h;^ square centimeters=10"7 percent,
of the area of the high pressure piston. The area of
the standard locomotive exhaust orifice was 113
square centimeters=!) per cent, of piston area. At
a speed of -50 kilometers per hour, 10 atmospheres
pressure of steam, and 2-1 per cent, cut-off, a vacuum
of 7 to S centimeters of water was measured in the
smoke-box of the standard engine. With the com-
pound at the same speed and cut off, but 12 atmos-
pheres steam pressure, a vacuum of only 2-5 centi-
meters was recorded. The boiler of the standard
engine supplied 40 to 4.5 kilogrammes of steam per
square meter heating surface per hour, while the
compound's highest figure was 30 kilogrammes. In
consequence of this the power of the compound en-
gine was not so great as that of the standard. The
exhaust orifice of the compound was afterward made
the same size as that of the other engine. The
vacuum in the smoke-box was then naturally greater.
Under these circumstances the power of the com-
pound was greater than that of the standard engine,
with only a slight increase in steam consumed per
unit of work performed.
I refrain from making any remarks on these re-
sults, as no doubt your readers will prefer to draw
their owu conclusions.
Prof. R. H. Thurston read a paper on the above
topic before the Cresson convention of the American
Society of Civil Engineers, his conclusions being as
follows:
If a metal be subjected tD a stress of any given
kind, OP in any stated *'sense," sutiicient to produce
permanent strain and set, then its ultimate resist-
ance to that, or to any other kind of stress, will be
sensibly increased, and in all directions, whatever
the line of action of the deforming stress.
Mr. George W. Bissell, in change of the work of
instruction in the Sibley College laboratories, has
illustrated this principle by striking and suggestive
experiments.
Four series of experiments were planned, in each
of which the material employed was subjected to a
strain in either tension, compression, torsion, or by
transverse loading: and the application of another
straining force was then made to reveal the perma-
nent effect of the first, and the altered elastic limit
and ultimate resistance. The material used in all of
the tests was machinery steel. One piece was tested
by tension until a decided set was obtained. A
second piece was bent in the neck, straight-
ened and then bent and straightened again
in a plane at right angles to that of the first
bending. A third piece was twisted forward and
back between the centers of a lathe. The fourth
piece was compressed until decidedly bulged in the
neck. This neck served in all cases to localize the
stress. The four specimens were then turned to an
accurately uniform diameter, somewhat less than
that of the previously strained part, for a length of
10 in. Finally the four pieces were pulled in the
testing machine until a decided neck was formed. It
was then observed that the previously strained por-
tion was, in each case, of greater diameter by a visi-
ble amount than any other part of the specimen, the
"neck" having formed near one end; thus showing
increased resistance to tension in the strained sec-
tion and decreased ductility.
Four specimens were then converted into standard
torsion test pieces and were tested to rupture by tor-
sion, diagrams being obtained on the same sheet
with the first set from the same specimens. The
curves showed increased resistance and decreased
ductility, and the specimens, when etched to show
the disposition of the fibres, displayed on each
helices of different pitch; the more oblique being
upon the parts strained but once and the less in-
clined upon the maltreated portion.
Four pieces were strained severely by tensile, com-
pressive, torsional and transverse stresses respec-
tively, and from each was cut a compression test
piece, i in. long by S in. diameter, in such a way as
to bring the maltreated portion in the middle of its
length. These were finally subjected to high com-
pressive stress and with the same interesting effect
in all, viz., much larger diameter at the ends than
at the middle section. The pieces tended to assume
an hour glass shape. This result indicates increased
strength and decreased ductility in the maltreated
Few annual passes that have been issued have
taken such novel and attractive a form as the one
sent out by the "Rainbow Route;" 01- the Silverton
Railroad. It is in the form of a little oxidized sil-
ver pendant upon which is shown in relief a bit of
characteristic Colorado mountain scenery, banging
over which is a rainbow in colors, a half circle bear-
ing the words "Rainbow Route" topping all and a
graceful ribbon scroll bearing the words "Silverton
Railroad" forming the base. It is a charming con-
ceit and daintily executed. Upon its back the pen-
dant bears the engraved name of the recipient and
the autograph of Otto Hears, the president of the
company. To President Mears and General Mana-
ger and Ticket Agent Moses Liverman the credit
may be given for getting up something in the way of
a pass that is truly novel and attractive. |
THE RAIL^VAY MASTER MKCHANIC.
4\
r
C A
/l3
1 I
fl
N
1
It'''
_ y
7
1 »i
AN APPROVED EXHAUST NOZZLE AND PIPE.
NEW VALVE 8UEFACEE.
The tool shown in the accompanying engraving is
designed especially for grinding the annular bear-
ing surfaces of valve bodies and other similar cir-
cular work; but it is adapted to work equally well
upon Bat surfaces generally. It was recently brought
out by the Springfield Emery Wheel Co., of Bridge-
port, Ct., and is described as follows:
The machine is fitted with two emery wheels, so
arranged as to produce a true and even surface.
These wheels are of eiiual diameter and have revolv-
ing, vertical, and lateral movement in common, but
are so arranged that they can be easily and quickly
adjusted independently when desired. A head block
is arranged upon the upright arm of the frame which
is formed with a vertical base of large area, and is so
adjusted as to be moved vertically as the work re-
quires. The head block has a cross-head attached
which has a free lengthwise movement, thus provid-
ing for the adjustment of the grinders both vertically
and horizontally. An independent pulley is mounted
on each of the shafts carrying the wheels, by means
of which the wheels are revolved by separate belts
driven by an improved system of idlers, fastened to
the coiling, which keep the belts at a proper tension.
These idlers are made to run in and out, as the wheels
are raised or lowered, by a system of bevel gears and
screws operated by a hand wheel within easy reach
of the operator.
The two vertical screw shafts, shown at each end
of the frame in the front part of the machine, are
formed with right and left threads and pass through
hubs carried by the head block. On the upper end
of these shafts are bevel gears which engage similar
gears on the ends of a shaft mounted on top of the
Irame. The right hand screw shaft is continued
nearly to the bottom of the frame, and has at its
lower end a bevel gear engaging with a gear on a
horizontal shaft extending nearly to the front end of
the frame and having its ends squared for the re-
ception of a wrench or hand wheel. It is evident by
proiwrly revolving this shaft the head block and
wheels carried by it can be raised or lowered.
Projecting from near the top of the upper part of
the frame is a bracket in which is mounted a verti-
cal shaft driven by a worm and gear, the shaft be-
ing splined to the gear and its lower end being
mounted in a bracket secured to the head block.
On the lower end of the shaft is a gear, meshing
with another on the lower end of a short vertical
shaft mounted in the same bracket. The upper end
of this shaft carries a crank disc having a crank pi.i
that can be adjusted towards or away from the cen-
ter. A link connects the crank with the cross-head.
The revolution of the worm shaft by a suitable belt
and pulley will impart a horizontal reciprocating
movement to the cross hub and wheels, and the
amount of this movement can be changet if neces-
sary by adjusting the crank pin. This compound
reciprocating movement of the wheels greatly in-
creases the speed of reducing the surface of the
work, but this result is still further augmented by
the revolving movement imparted to the work itself
plane of revolution of the wheels. In the ma-
chine here shown there are two work holding
mechanisms, one of which revolves the work under
the wheel, while in the other new work is being
placed.
The short shafts of the table carrying the work are
mounted in vertical bearings formed upon opposite
sides of the centers of the bed mounted upon a hub
of the frame. The bed is so formed that the water
used for wet grinding is led to a reservoir in the bot-
tom of the frame.
Upon the upper surfaces of the table are clutches
for holding the work. Upon the lower ends of the
shaft of the table are secured worm gears. When
the bed is turned so as to bring one of the tables un
der the abrading wheels its worm wheel engages
with a worm shaft provided with a driving pulley on
its opposite end. This shaft is so mounted that its
wuiin c-nd may be moved so as to disengage the worm
from the gear and permit the turning of the bed.
Provision is made for locking the bed in place with
one or the other of the tables under the wheels.
The machine weighs 9,500 lbs., and it carries two
emery wheels each 14 by 2* inches with 6 inch hole,
using the Springfield's Coinpany's improved patent
collars. ^^^
An Approved Exhiast Nozzle and Pipe.
The committee on exhaust pipes and nozzles, i n
reporting to the Master Mechanics' Association,
spoke of one exhaust pipe and nozzle arrangement
that had given good results in their experiments.
We present herewith a drawing of this arrangement
for the benefit of our readers.
California Fruits and Conplers.
For one week during .July the citizens of Chicago
were given an opportunity to learn a great deal
about wonderful California through an inspection of
"California on Wheels,'' a vestibuled train loaded
with the products of that state, which was placed on
exhibition here by the Southern Pacific Railway
Company and the California State Board of Trade.
The cars were filled with the fruits, grains, nuts,
wines, woods, and minerals of California's wonder-
lands, all neatly and conveniently arranged for inspec-
tion.
The visitors from railway circles were greatly in-
terested in the coupler with which the train was
fitted. It was the Fox interchangeable coupler — also
a California product — which attracted so much in-
terested attention at the Old Point Comfort conven-
tions. The coupler is of the M. C. B. type, but its
head is detachable from the shank or stem so that it
may be replaced by a Miller head when desired.
When the Miller he;ui is used on the Fox plan the
coupling is effected by a partial rotation of the head
instead of by moving the entire bar as usual. This
permits of any easy coupling and uncoupling, some-
thing that is quite rare with the ordinary arrange-
ment of the Miller. The Fox M. C. B. head is also
designed for freight service as well as passenger ser-
vice, but an entirely different shank or stem is used
in the two services. The idea in using a detachable
head in freight service is that if a head be broken it
can be replaced easily and quickly, the shank re-
maining in place. This coupler, which has for some
time boon in satisfactory service on the Southern
SUKKACEK.
THE RAIL^WAY MASTER MECHANIC.
Pacific, is owned by the Fox Automatic Inter-
changeable Car Coupler Company of San Francisco
The company has an agency at 116 South Clinton
street, Chicago, under charge of Mr. F. L. Wells.
PERSONAL-
The many friends ol Mr. R. H. Briggs, who retired from
the presidency of the Master Mechanics' Association last
.June, will be interested in a short review of his business
.»-.-•- jjjg^ which has been identified almost exclusively with
Leather Belting. i railroad work. Mr. Briggs was born in Turin, K. J., in
■ j 1S8.3, but was raised in Schenectady, N. Y. When the loco-
Although some writers contend that leather belt- ^j^tive works at that point started he was one of the Hrst
ing should be run with the flesh side to the pulley, apnrentices taken in. At the end of is months he went to
while others are equally strong in their claim that the Morgan Iron Works, in New York City, and served
it should be run with the hair side to the pulley, there under instruction for three years. In 1S53 he went
they pretty generally agree that tor general use south and steamboated out of Wilmington, N. C. In 1855
there is a no more satisfactory or more economical \ he commenced running a locomotive on the Wihnington &
driver than a good leather belt when properly ad- Manchester and other roads, and io 1S5S was aPPO'"""
lusted to carefuUv balanced pulleys. It is estimated master mechanic of the Mobile A. G.rard Radway. He re-
that every inch" in width of a good double leather mained in that position until ISW, and worked during the
belting, tiaveling at the rate of 500 feet per minute , war for the United States government as chief engineer on
will transmit one horse power; and that every inch a United States transport in the Gulf of Mexico. After
in width of good single belting, traveling at the rate i ji^g ^,,^^ jyj^ Briggs engaged with the Mobile & Ohio Rail-
of 800 feet per minute, will transmit one horse j ^^.^^^ commencing as an ordinary machinist, but being pro-
P^^.^Y; , ,, .._ _,, J, . ,„,„ ^„„, „„/t ,,;„, I moted successively to the positions of roundhouse foreman,
eral foreman, division master mechanic and general
the belt is allowed to accumulate dust and dirt,
such accumulations will absorb the moisture of the
belt and it will become hard and dry and begin to
crack and slip. If the face of the pulley becomes
bright and smooth it shows that the belt is slip-
ping, even though the eye fails to detect it other-
wise. A belt can be cleaned by means of
warm water applied with a stiff brush, or
by holding a square-edged board against the belt
while it is in slow motion. Bolts should be cleaned
regularly, and after proper cleaning, a good belt
dressing should be applied. A proper dressing will
keep the belt soft and elastic. It will cause the belt
to hug the pulley and transmit its greatest power.
The use of a good belt dressing is superior in
economy to any other method for correcting a slip-
ling or slightly loose belt. The custom of tighten-
ing a belt whenever it slips is not a good one. The
belt is liable to be made too tight, which heats the
bearings and strains the belt. Great care, however,
should be taken in preparing a belt dressing. Castor
oil is an article in very general use, but experts
have found that it contains an active acid principle,
and is drying in its nature. The use of soap, rosin,
tar, etc., cannot too strongly be condemned
are only temporary
stray the belt.
It is a ^vise policy to purchase flrst-class leathe
belting only and then to give it the best of care.
Blue Printing and Other Methods for Copying Drawings.
In a pamphlet issued by Keuffel A: Esser, of New
Vork, may be found the following description of the
blue print and allied processes of reproducing draw-
ings:
"jBiue Process— White Lines on Bine Ground— The
old and tried 'blue process" still holds its own as the
most speedy, simple, reliable and economical process
for copying tracings. It can be worked successfully
by anvbody; there is no uncertainity about the result,
aiid the prepared paper, which keeps well, requires
only exposure and a water bath for developing. The
print- -.iv v.-i-v plain, and the dark background pre-
ii.,.v, - 11 . 11 ;iiMi.':u;ii M ■ ii n ii<l - r rough handling,
jii, -ii ,1 'I I - 1.1 additions are
'■■\,,, /'■ /;...'' /.-i^ 1 1 '/life Ground-
but differs frc
ical developer
advantages of
black line- i
half
; water bath. The great
that it gives a perma-
il drawing, permanent
white ground and the
the great
which alway
paper must be kept
i it is more sensitive
1 it must be kept ab-
irbacU of -i. "I. '! ■''"- 1"
light and shaili' n-. ir-iil.
carefully protLM-tixl from ligl
than the blue process papei
solutelydry. ^ , ^.
"(.')irom>de Dri/ Process— Dark Lines on Light Tint-
ed <; round.— This is a dry process which gives prints
to exactly the same scale as the tracing from
which they are made, as there is no wetting of the
print to distend or shrink it. It can therefore be
carried on successfully where water is not accessible
or is unhandy. The prints have a very pleasant tint.
As the ground is not white, but I as a slight tint, the
drawing's are also well adapted for use at the work
bench, as they will not soil readily. The prints made
by this process are ah-niii' i i' 'ililc and perman-
ent, and the lighter lii. i - are reproduced
in the same tone, ^n i i ■'< is in every re-
spect an exact copy ol i I'li _ ill
''Cyanotijpe Proces.-<—liiu. L. „.,..... iihiUGround.-
This is the quickest but at the same time the most
complicated of the several photo-printing processes,
and requires considerable practice to carry it on
with success. The prepared paper, which is of a
decidedly yellowish color, is very sensitive, and
must be carefully protected from light."
master mechanic, and remaining with the road for 19 years.
He then, in lss;j, went to the Chesapeake, Ohio & South-
western, as superintendent of motive power and machinery,
afterward becoming division master mechanic on the At-
chison, Topeka & Santa Fe. He remained with the Santa
Fe for IS months, and then resigned to accept his present
position as master mechanic of the Kansas City, Memphis
& Birmingham Railway.
Mr. R. Zane, who had been master mechanic of the shops
of the Pennsylvania Railroad at East Conemaugh, Pa.,
for se years, died July 14, aged 70. He was retired on full
pay a couple of years ago.
Mr. John HiUhouse, assistant master mechanic of the
Wheeling & Lake Erie, died recently at Atlantic City,
N. J., where he had gone for his health.
Mr. S. H. Harrington has been appointed mechanical en-
gineer of the Cleveland, Cincinnati, Chicago & St. Louis
Railway. Mr. Harrington, it will be remembered, only re-
cently resigned the position of mechanical engineer of the
Erie, and undertook some special work for the Gould Man
ufacturing Company, of Buffalo, N. Y. He will be warmly
welcomed back to the railway service.
Mr. T. A. Fraser, well and widely known as the master
mechanic of the MinneapoUs, St. Paul & Sault Ste. Marie
Railway, has resigned to become superintendent of ttie
Wells & French Company, of Chicago.
Mr. Archibald A.Schenck, who was formerly chief en.-
gineer of the Oregon Pacific, resigned that position early
this year to accept the position of chief assistant engineer
of the New York Central & Hudson River Railroad Com-
pany, which position he now occupies.
Mr. J. E. Sague, who recently resigned as master me-
chanic of the New York, Lake Erie & Western at Roches-
ter, was for some time engineer of tests of that road. Mr.
Sague is a man of decided ability and can render most val-
uable services in any position which he may accept. Mr.
Sague has been appointed by the West India Improvement
Co. of Mew York City, to make plans for and superintend
the construction of locomotives and cars for the Jamaica
Railway, of Jamaica, West Indies. Mr. Sague expects to
make a preliminary visit to Jamaica soon, and will go there
in the fall to reside permanently in the service of the rail
way. —
SUPPLY NOTES.
—Two traveling cranes which in some respects will be
unlike any others yet built, are to be put into the Baldwin
Locomotive Works by William Sellers fi Co. They are
each to be of lUU tons capacity, with a span of V5 ft. 4 in.
and Sill ft. run, and are to be driven by electricity. The
maximum speed of the bridge travel will be SOU ft. per
minute; trolley travel 50 and 100 ft., and main hoist speeds
5, 10, 20 and 40 ft. per minute. It is the intention to handle
and transfer from one track to the other the heaviest loco-
motives complete by moans of these cranes, -svhile for
handling parts and Jighter loads there is an auxiliary hoist
capable of lifting l.oou lbs. at a speed of loil ft. per minute.
— lAmerican Machinist.
—At a recent test of a "Central" steel brake beam made
with the Uniteil Slates testing machine at Watertown,
Mass., the following result was obtained :
AppliiHl Load, Ihs. Deflection, inches. Deflection Set
iii.mi
The ultimate strength i
jeam with heads and bra
-The Yale & Towne P
•ently issued i
■li?27 ■oiW
■aisii 'USH
IS 43,000 lbs. The weight of the
e lever fulcrum was 83 lbs.
anufacturing Company have re-
ntitled " The Eftlciency of Ch;
; taken from a repor
bloc!
uade
to the company by Prof. Thurston, of Sibley College, Cor-
nell University. Prof. Thurston's repoi-t will be found of
interest and value to all users oi tackle blocks. The pam-
phlet also contains descriptions oj various chain blocks
der the Weston patents, the new spur gear triplex blocks,
and the old and well-known differential pulley block, all
made by the Y'ale & Towne Manufacturing Co., of Stam-
ford, Ct. The triplex spur gear block is the result of sev-
eral years of experimental work and is based upon the
patents of Mr. Thomas A. Weston, the inventor of the
original differential pulley block. Prof. Thurston's report
is very favorable indeed to the triplex blocks, showing that
they are pre-eminent in point of efficiency. It was tested
by him in competition with a Weston direct differential,
of Yale & Towne make, a Weston differential of foreign
make, and five other blocks of other designs.
— Messrs. A. Whitney & Sons, Philadelphia, Pa., sends
us a neat little phamphlet describing the Whitney contract-
ing chill for casting chilled cast iron car wheels. The de-
scription of the chill and the process is'given in a compact
and clear form.
— Mr. Jas. Sangston, formerly southern passenger agent
of the Illinois Central Railway at Memphis., Tenn., is now
with the LinkBelt Machinery Co., of Chicago. Heis giving
particular attention to the introduction of coaling stations,
ash conveyors, elevators, and miscellaneous conveyors
produced by that company for railroad and mining work.
—In the case of the Lorraine Car Coupler Co. vs. M. K.
Lorraine and the Keystone Car Coupler Co., Judge Klein,
of the circuit court, rendered an opinion directing a de-
cree to be made vesting the title to the patent, rights and
applications for patents in controversy absolutely in the
plaintiff.
— The United States circuit court has rendered a de-
cision in the case of the Steam Gauge & Lantern Co., of
Syracuse, formerly of Rochester, N. Y., against I. A.
WiUiams & Co., of Utica, N. Y. The suit was brought by
the plaintiff to secure an injunction and accounting against
the defendant for manufacturing head-lights with the
illuminated side number system for displaying locomotive
numbers at night, which the defendants were manufactur.
ing under their patent of Sept. 30, 1SS4. The decision was
in favor of the defendants, I. A. Williams & Co., the biU
being dismissed by the court.
—The new buildings of the Egan Company, Cincinnati,
Ohio, U. S. A., are fast approaching completion, and in a
short time opportunity will be given to bring forward a
cherished idea of some years' standing with this company.
A new department will be reserved for the displaying of
their late improved car-builders' machines in practical
operation, doing exactly what they are designed to do.
This new idea is an innovation that will be of great value
to all those who are interested in getting machines that
save time and labor and that do rapid and perfect work.
—"A good thing to use " is the rsmark made by a good
many people about Dixon's belt dressing and leather pre-
servative. It not only cures slipping of belts, but lengthens
the life of those which do not slip. It is one of the many
widely used and highly commended articles with whijh the
name " Jos. Dixon Crucible Co." is associated.
—The Morton Safety Heating Co. has issued a neat cir-
cular in which the value of that system in heating both
railway and street cars is clearly set forth. The company
is now negotiating with a street car company in an eastern
city for an order embracing quite a number of cars.
—There were shipped during July three engines built at
the Baldwin Locomotive Works for the new railroad from
Jaffa to Jerusalem. This road is said to be first one ever
constructed in Palestine, and is being built by a French
company for the Ottoman government. It is the first of a
series to be built through Palestine and Asia Minor. The
engines built at the Baldwin Locomotive Works are mo-
guls, with three pairs driving wheels and two-wheel driv-
ing trucks in front, and eight-wheel tenders. They are
one meter gauge. The cylinders are 15x18 inches, and the
driving wheels are 41 inches in diameter. Each engine
without the tender weighs '20 tons, and the tender 24 tons.
The grades of the new railroad are 2 per cent., or 105-fi ft.
per mile. The engines are guaranteed to haul lt>5 gross tons
of cars and loads up that grade. The engines are named
Jaffa, Jerusalem, and Ramleh. An engineer has been sent
to put them in working order. The cars are being built in
Belgium. At the Baldwin Locomotive Works ten very
heavy engines are being built for theMexican Central Rail-
way, twelve for the Interoceanic of Mexico, twelve for the
Mexico & Pacific, and eight for Japan. Three rack-rail
locomotives were shipped recently for the Manitou& Pike's
Peak road. Dr. Edward H. Williams, member of the
firm, has just returned from a tour in Egypt, India, China
and Japan.— [Philadelphia Public Ledger.
—Messrs. Burnham, Parry, Williams & Co., of the Bald-
win Locomotive Works, have secured title to all the prop-
erty not heretofore owned by them in the block bounded
Adgust, 1890.
THE RAILV^AY MASTER MECHANIC.
by Broad, Fifteenth, SprinR Garden and Buttonwood
streets in Philadelphia. Thei' will remove all the factory,
buildings and 16 dwellings on the block, to make way for
new maehhie and erecting shop buildings, which are to ex-
lend from street to street.
—The trustees of the New York Locomotive Works have
recently elected the following oBcers; President, T. H.
Slryker; vice president, \V. W. Wardwell; secretary and
treasurer, H. M. Lawton; executive committee, T. H.
Stryker, John W. Ellis. H. A. V. Post, Edward Com-
stock, W. W. Wardwell.
—The Illinois Central Railroad has placed an order for
■ii locomotives with the Brooks Loeomotiife Works. The
engines will be of the American type, with cylinders is x
■M in., and driving wheels 62 in. in diameter, and will
weigh in working order about fW,UOO lbs.
—Under date of July I, General Manager H. H. West-
inghouse, of the Westinghouse Air Brake Co., announces
the appointment of western and eastern representatives of
his company as follows; John W.Cloud,western representa-
tive, with office 974 Rookery building,Cnieago; R.A.Parke,
eastern representative, with office at 1(J0 Broadway, New
—The National Machinery Co., TifUn, O., makes eight
sizes of the "national" bolt cutting machines, live sizes of
bending machines or "bull-dozers." besides a great variety
of nut, bolt and other machinery.
— At the annual meeting of the stockholders of the
Eames Vacuum Brake Co . held in Watertowo, N. Y., July
s, the following were elected directors for the ensuing
year, viz, : John C. Thompson, Geo. B. Massey, A. P. Mas
sey, A. H. Sawyer, C. A. Starbuck, R. C. Vilas, P. VV.
Scudder, T. G. Carson and E. C. Hodges. These directors
subsequently elected the following officers: President,
John C. Thompson; vice president. R. C. Vilas; secretary
and Treasurer, Geo. B. Massey; assistant treasurer, H.
W. Boyer. A cash dividend of i per cent, upon the capital
stock of the company was declared, payable August l.i to
stockholders of record Aug 1, and it is intended to pay
quarterly dividends of 2 per cent, regularly hereafter.
THE OFFICIAL RAIL"W"AY LIST.
ent (lines west of the Missouri riven, headquarters at
Topeka, Kan. Official title W. K. McParliu, formerly
assistant to general manager, to be superintendent of main-
tenance and construclijn, with office at Topeka. Kan.
Cleveland, Ciscinxati, Chic.igo & St. Lot is. -Geo.
W Kittredge, appointed assistant chief engineer in charge
of lines east of Indianapolis, and also Peoria division, with
office at Cleveland. Mr. Morris in charge of lines west of
Indianapolis. S. H. Harrington appointed mechanical
engineer.
Coi.rMBi» & CiNcixx.iTi Mii>i..vNM>— Control of road
transferred to Baltimore & Ohio and operated as Midland
division. Freight department under charge of Frank Har-
riott, general freight traffic manager, Baltimore. Passen-
ger department in charge of O. P. McCarty, general pas
senger agent Baltimore & Ohio Southwe-slern, Cincinnati.
DiLiTii. SoiTii Shore & Atl.axtu-.— Samuel Thomas
elected president, vice James McMillan; Frederick N.
Finney elected second vice president.
E.isT Texnessbe, Virginia & Georii
be master of trains Alabam
resigned.
Ei.r.ix, JoLiET & Eastbks.— F. D. Reynolds appointed to
succeed F. E. Worcester as secretary and treasurer, with
office at Chicago.
Elmiua, Cortland & NoRTnEKX.— A. A. McLeod re-
signed as general manager.
EvANsviLLE & Terre Haite.— Wm. Corbett to be super-
intendent of transportation.
FoiiT \V vYNE, Cincinnati & LofisviLLE.— General offices
removed to Indianapolis from Fort Wayne. H. C. Parker
appointed traffic manage
division, vice J. N. Woods,
tendent. Chas.
nan of the trunk line passenger committee. W. C. Rinear-
iOn, assistant general passenger agent, to succeed Mr.
farmer. C. P. Weiss promoted to position of master me-
chanic at Rochester, vice J. E. Sague resigned.
York & New Exolaxd.— Main line hereafter to be
operated as two divisions, east«rn extending from Boston
to East Hartford, and western East Hartford to Fishkill.
R E. Eavenson to continue as superiutendent of Dastern
division, with J. N. Ross as assistant superintendent. C.
N. Chevalier will continue as superintendent of western
division with Superintendent Phelps, formerly of Hartford
division, as assistant superintendent.
New York, Ontario & Western —A. C. Caryl appointed
periotendent Ontario, Carbondale & Scranton
New York & Rockawav Beach— H. R. Newkirk ap-
pointed to succeed W. E. Burroughs as superintendent,
with headquarters at Rockaway Park.
Sax AxToxio & Araxsas Pass— B. F. Yoakum, general
d J. MacNamara. of the I. & G. N., appointed
Changes for the Month of July, 1890.
Atlantic Cov^t Line.— H. M. Emerson appointed assis
lant general freight and pas-sgnger agent.
Alabama MiiiLAND.—This road is now officered as fol
lows: Hon. W. S. Chisholtn, of New York, president;
Capt. J. W. Woolfolk, of Alabama, vice president; J.
Moultrey Lee, of Savannah, treasurer; R. B. Smith, of
New York, secretary; H. S. Haines, general manager; C.
I). Owens, traffic manager.
Atlantic & Daxville.-R. M. Stuart Wortley elected
treasurer vice Chas. E. Coon, resigned, with headquarters
at Portsmouth, Va. ; Jos. Roseobaum appointed auditor
vioo N. Spicer. I'esigned, with headquarters at Ports-
mouth; office of superiutendent of bridges and buildings
abolished and merged into that of maintenance of way;
office of trainmaster abolished and merged into that of sup-
erintendent.
AT( HHox, Toi-eka & Santa Fe — W. B. Biddle appoin-
ted assisiant freight traffic manager with headquarters at
Chicago. A. H. Crocker, division superintendent at Chi-
cago, resigned. Jas. Dun appointed chief engineer.
Boston & Maine.— D. W. Sanborn appointed to succeed
VV. F. Simons, resigned, as superintendent of southern di-
vision; headquarters at Boston. Winslow T. Perkins
been apiioinlea superintendent of eastern division vice
born, with headquarters at Boston.
Canadian Pacific —H. P. Timmerman transferred from
assistant superintendent western division at Port Arth
to superiutendent New Brunswick division.
D. Preston, formerly acting mechanical superintendent
has been given the full title of mechanical superintend
Chattanooga & Lookoit Mointaix.— W. T. Ryar
succeed Curry as master mechanic.
CUATTAXoofiA, Rome & Colimbc:-.- W. H. Price to be
purchasing agent vice G. W. Ettengei resigned, with office
at SI Pine street. New York City.
Chksapeake & Ohio — J. D. Hoban appointed assistant
superintendent, Huntington division, with office at Clifton
Forge, Va.
Baltimore & Ohio.— Edward Dickinson appointed gen-
eral superintendent of trans-Ohio divisions with head
quarters at Chicago, vice W. Peabody, resigned.
CHicAiio, BiKLiNGToN & Qfixrv — C. G. Wilson, super-
intendent of freight terminals in Chicago, appointed super-
intendent of Iowa lines to succeed W. C. Brown, who sue
ceeds W. F. Merrill as m'inager of Hannibal & St. Joe.
Fred A. Delano to succeed Mr. Wilson.
Chicago & Eastern Illinois.— Chas. Stone appointed
assistant general passenger agent in charge of local pass
enger business. T. W. Burrows appointed master of trans-
iwrtation with office at Danville, III.
Chicago. Milwaukee' & St. Pail. — Superintendent
Cable, of Iowa and Miimf-sota division, transferred to Kan
sas City du i-i (I ,iii.l - l.-d by R. R. Minturn.
CnicAf.fi. i; !- \ . i'^'inc. — W. I. Allen, general
su()erinteiiii' : - : he Missouri river), promoted
to position til ,L--,-:,ii, . ,, i ,il manager, headquarters at
Chicago, Cliii.- U^L.-iij pumoted to position of general
superintendent and W. s Page to be assistant superiotend-
S. Hill general superii
Daly appointed general passenger agent
Grand Raimds & Indiana— F. S. Bowen appointed as
sistant roadmaster of southern division, headquarters at
Kalamazoo, Mich.
Gre.vt Northern —P. P. Shelby to be general traffic
manager, vice W. S. Alexander, resigned.
Georgia Pacific— I. Y. Sage, general superintendent,
resigned, and office abolished : jurisdiction of W. H. Green,
superintendent of Richmond & Danville lines east of At-
tended over Georgia Pacific division, C. P. Ham
raond appointed acting superintendent of Georgia Pacific
division, with headquarters at Birmingham, Ala.
Haxxibal & St. Joseth— Kansas Citv. St. Jo.iei'H &
CorxciL Bi.rFFs.— L. F. Goodale appointed chief engi-
HousTox Central, Arkaxsas & Northerx.— The fol-
lowing officers have been appointed : S. H. H. Clark, gen-
eral manager; R. E Ricker, general superintendent; W.
T. Kelly, division superintendent; C. G. Warner, general
auditor; J. S. Leeds, freight traffic manager; C. A. Par-
ker, general freight agent ; H. C. Townsend, general pas-
enger and ticket agent; A. C. Cochran, general solicitor;
James W. Way, chief engineer; Abram Gould, purchasing
agent; C. W. Hammond, superintendent telegraph. Head
quarters at St. Louis, with exception of division superin-
tendent, who is located at Little Rock.
IXDiAXA MiDLAXD.— W. H. Hartmau appointed general
superintendent and W. S. Parkhurst general passenger
agent with offices at Anderson, Ind.
Jacksonville, Tampa & Ket We-st.— Circulars have
been issued announcing the resignation of General Mana-
ger D. F. Jack, and also abolishing the office of assistant
general manager, heretofore tilled by C O. Parker. Mason
Young, vice president placed temporarily in the office of
general manager, Robert Gamble to act for the present as
superintendent; resignation of J. S. Russell, general pur-
chasing agent, has been tendered.
Kansas CiTV, Fort Scott & Memphis —Daniel Bont«-
cou appointed chief engineer, headquarters at Kansas City.
Lake Shore & Michigan Soituerx.— W. I. Fox, assist-
ant superintendent of Goshen & Michigan branch of the
Lake Shore, transferred to another position and office
abolished.
Lehigh &LACKAWAXX a— President F. C. Yarnall de-
ceased
LorisviLLE, EvAXsviLLE & St. Lons.— George K.
Lowell, appointed superintendent of transportation ; E. H.
Craft, appointed master of trains with headquarters as
Huntingburg, Ind. ; S. S. Woodward appointed chief train
dispatcher, with headquarters at Huntingburg.
ME.MPHIS & Little Rock.— H. W. Morrison appointed gen-
eral passenger and ticket agent to succeed S. W. Tucker.
Minxeapolis & St. Lons. — Charles M. Pratt to be gen-
eral passenger and ticket agent, vice C. H. Holdridge, re-
LT Ste. Marie —John G.
;ket agent, resigned.
JVlixXEAPoLis, St. Pail & Sailt Ste. Marie —E. A.
Williams appointed to suceeed T. A. Eraser, resigned as
Nashville, Cuattaxooga & St. Loiis — John F. Con
nor apiwinted assistant general freight agent, with head-
quarters at Nashville, Tenn.
Northerx P.vcifk .— Geo. W. Gardiner promoted from
the position of foreman of the Missoula, Montana, shops to
that ol division master mechanic at Glendive. Angus
Brown, formerly division master mechanic at Glendive,
has been transferred to Livingston to succeed J. McNaugh
ton, resigned. H. E. Still appointed division freight agent
in charge of local freight orijiaes east of Missouri river.
Norfolk & Western.— Scioto Valley & New England
road acquired by the N. & W. R. Co. and operated as
Scoto Valley division; the following officers will have
their offices at Columbus, O. ; Joseph Robinson, superintend,
ent; R. Castles, paymaster; C. M. Zink. auditor; J. J.
Archer, general freight and passenger agent. W. C. De-
Armoud, purchasing agent at Philadelphia. A. C. Hippey
appointed general superintendent N. & W. system.
New York Central & Hi nsos River.— AssistantSuper-
intendent F. H. Phillips, of Mohawk division, deceased.
New York, Lake Erie & Western.— General Passenger
Agent L. P. Farmer resigned to take the position of chair-
receivers.
Seattle & Norther
intendent of this road.
SoLTUERX California— T. A. Whilmore appointed a
sistant general freight agent, headquarters at Los Angele
Southern Pacific— Trainmaster L. K. Fields appoint
acting superintendent of lines in Oregon, with office
Portland, vice J. Brandt, deceased.
St. Loi-is, Alton & SFuixGriELn.-
president; L. C. Haynes, secretary am
F. Collins, vice president, resigned; C
the duties of vice president and treasui
St. Louis & Hannibal.- F. C. Cake, general auditor,
resigned; department under the supervision of E W. W.
Driggs, general passenger agent.
St. Louis, Arkansas & Texas.— W. B. Grosec^ose, ap-
pointed general freight agent
-H. F. Nichols appointed super-
Delos R. Haynes,
treasurer, and C.
E. Kimball to fill
Merrill appointed
^ ^ Texas, vice R. H.
resigned.
St. Lot is & San Fra
general superintendent.
St. Louis, Kaxsas City & Colorado.— T. H. Riley ap-
pointed assistant superintendent in charge of track and
transporution, vice C. E. Helsley, resigned.
Spokaxe Falls & Northerx.- -J. Hamill appointed su-
perintendent and O. D. Mott purchasing agent, with head-
quarters at Spokane Falls, Wash.
T.aooma & Puvu.LUP.- W. B. Blantin resigned as gen-
eral manager.
Toledo, St. Louis & Kaxsas City.- E. L. Harper i
pointed assistant engineer, vice E. M. Culp,
quarters at Toledo.
Pacific Short Lixe— Donald McLean elected president
Nebraska & Western R., vice M. K. Jones; Geo. B. Col-
pass in charge of passenger traffic.
Pennsylvania Company.— G. W. Kittredge to be engin-
eer maintenance ol*wav of Pittsburgh. Cincinnati & St.
Louis, vice F. T. Hatch, resigned. Fred P. Morris ap-
pointed engineer maintenance of way of Toledo branch.
Pennsylvania R.— L. K. Lodge, superintendent of Cen-
tral division of P., W. & B , transferred to the main line
of Pennsylvania R. at Altoona. is superintendent of divi-
sion. Succeeded by Superintendent Holliday. of Lewiston
I division of Pennsylvania; A. W. Moss appointed to succeed
Holliday.
Richmond & Danvill
vice president, resigned.
Rio Grande & Western.— Thomas Lee appointed gen-
eral roadmaster, at Salt Lake City.
Union Pacific— F. B. Whitney to be general freight
agent Missouri river division vice J. S. Tebbets appointed
general manager coal department; J. V. Parker to be as-
sistant general freight agent at Kansas City vice Whitney
promoted : B. Campbell to be assistant general traffic man-
ager of system, with headquailers at Portland, Ore. ; J. G.
Woodworth to be general freight agent of Pacific division,
with headquarters at Portland, Ore., vice Campbell, pro-
moted ; F. S. Miller to be assistant general freight agent
of Pacific division, with headquarters at Portland, Ore.,
vice J. Woodworth. promoted; Fred Wild, Jr.. to be gen-
eral freight agent of Gulf division, with headquarters at
Denver. Col., vice Johnson, transferred; H. W.Adams to
be assistant general freight agent of Gulf division, with
headquarters at Denver, Col., vice Wild, promoted. J. W.
Griffith appointed general purchasing agent vice C. H. Mc-
Kibben; Richard Anderson appointed to succeed Mr.
Griffith as auditor of disbursements. R.R.Sutherland ap-
pointed assistant superintendent in charge of the Omaha &
Republican Valley branch, with headquarters at Beatrice,
Neb. Headquarters of Superintendent of Motive Power
Harvey Middleton now at Cheyenne, Wyoming. Division
Master Mechanic J. P. Hovey at Omaha resigned.
West Shore.- W. W. VVheatley appointed assistant sup-
erintendent with office at East Buffalo.
-Major John W. Johnston, third
TUo Flneal on Karlli.
The Cincinnati, Hamilton & Dayton Railroad is the only
line running Pullman's perfected safety veslibuled trains
with chair, parlor, sleeping and dining car ser\'ice between
Cincinnati, IndianapoUs and Chicago, and is the only line
running through reclining chair ca "
Keokuk and Springfield, III.,
THE ■
cinnati, Da.>ton
lake regions and Canada.
The road is one of the oldest in the state of Ob
only line entering Cincinnati over twenty-fi
Toledo, Detroit, the
more than assur
ible track, and from its past record (
its patrons speed, comfort and safet.v.
Tickets on sale everywhere, and see that they read C. H.
&.D., either in '' " "" ""
ndianapolis.
E. O. McCOKMKK.
; eneral Passenger and Ticket Agent.
THE RAILAVAY MASTER MECHANIC.
AJAX BEARINGS DON'T GET HOT.
AJAX METAL CO.,
Philadelphia, Tcaaa.
Consolidated Car-Heating Co,
CHICAGO:
COMMERCIAL BANK. BUILDING,
-A. Xj 33 -A. BT "ST, 3>J" E "\7V "Y O H. IS.
NEW YORK:
U5 DBi-oaca.-ctT-a.y-.
CANADA:
C!oa.tlooo]s.e, Z>. Q.
FIRE-PROOF HEATERS AND STEAM COUPLERS.
SPKCIAL APPLIAXCKS AND F.XTUA STRONG FITTI.\<;S oF EVKKY KIND.
COMMINGLER, DRUM AND RETURN SYSTEMS
XJNIDEK.
Mcelroy, sewall, westinghouse and other patents
The Sturtevaint Steam Hot Blast Apparatus
HEATING RAILROAD SHOPS,
DRYING r.XJIV[BE:R. ETC.
S>en.cX fox- C^a.ta.log-u.es.
Stool r»ressiJiro i^loxvers
For Cupola Furnaces and FORGE FIRES.
Steel Plate Planing Mill, Exhaust Fans
For Removing Chips, Shavings and Saw Dust from Wood Working Machinery.
B. F. STURTEVANT,
91 Liberty Street, NKW TOKK.
Boston, Mass.
II and 33 No. Canal street, < HIC.4UO.
I!l! FROST DRY CARBURETOR SYSTEM
or CAR LIGHTING.
•nx.:Es c3r'^t.TS a tteist? IjIghit of^ the .<^cs-:e3.
ST^A.3srr>-A.i^r5 s"z-ste:l^ of the i=Eisr3srs-z-L-^.A.asri.,A^ i2^^iXjiso-A.r3.
blllty, SImpllelt), Efflcieney and ItK Great Keui
E^^CH Xj..^Is^I= C3-IT7-ES lOO Cufi^nSTnDLE-FO-^T^T-Eie ILXj-cnvCI^ST-A-TIOnST.
ONE HUNDRED HOURS' Continuous Service from one Charging of the Carburetor.
THE n-A-XXj-W-A-Tr XjIG-HTIKTO cfc m3-A.TIUC3- 0«Z>]VtDF»-AJNrK-,
OFFICE: 700 and 701 Girard Building, PHILADELPHIA, PA., U. S. A.
September, 1890.
THK RAIL^WAY MASTKR MECHANIC.
147
WALTER D. CROSMAN, Manager Editorial Departmenl .
EDWIN N. LEWIS Manager Business Depanment.
PDBUSHED MONTHLY BV THE
RAILWAY PURCHASING AGENT COMPANY,
Devuted to the interests of railway motive po
and macUnery. Commnnications on any topics suitable to these
columns are solicited.
Prior to January 1, 1886, this Journal was known as The Eall-
way Purchasing Agent. It will still in its new and wider field be
adapted to the especial wants of all who purchase or Influence
the purchase of railway supplies.
Subscription price, $100 a year. Advertising rates and details
concerning circulation given on application to the office by mail
•>r in person. Address
THE llAELWAY MASTEK MECHANIC,
The Hookery. Cliicu^o. III.
Nkw Vokk Offick: 45 Bi-oadwuy, Room 148.
The Official Railway LM (» puWid/ied by thin company.
VOL. 5.1 CHICAGO, SEPTEMBER, 1S90. [NO.
We are glad to hear that the Henderson bill for
the protection of employes and property of rail-
roads has been reported favorably by the house
committee. The object of the bill, as most of our
readers know, is to require the- use of automatic
couplers and brakes. The report is practically un-
animous, ten out of the thirteen committee men
having signed it, and the other three beintr absent
but known to be favorable to it. The bill was
amended somewhat by the committee, but most
of the amendments are said to be harmless and it
is thought that the objectionable ones may be de-
feated in the house.
We present elsewhere a paper upon the con-
lUictivity of boiler sheets, which, though prepared
with special reference to marine boilers, applies
equally well to those for locomotives. The conclu-
sions reached are so evident, that no extended
comment is necessary, but in these days of in-
creasing steam pressure in locomotives, the ques-
tion of thicker and stronger boiler plates becomes
a vital one. In general terms the writers of the
paper show that with steel sheets the thickness of
the sheets (within any probable limits) makes but
little difference in the heat conveyed to the water.
It is well to note the distinction made between
steel sheets, with their homogeneous structure,
and iron ones, with their laminated character,
which latter,by rendering the conduction less per-
fect, imperil the safety of the boiler through
dakes or blisters.
The Master Car Painters' Association will meet
in Boston on September 10, and the indications
point to a series of profitable sessions. The ad-
visory committee of the association state that
they will dispense with the usual programme of
subjects and provide for the introduction of topics
when the meeting convenes. The individual sug-
gesting a topic will be expected to open discussion
on the same, and thus draw out discussion from
the various members. This plan of convention
work should prove very good, provided, that the
members who suggest the several topics come
fully prepared to open discussions upon them.
Stili we believe that the usual method of having
subjects selected and announced long in advance
of the convention is much the better, for it gives
all who may desire ample time to prepare to par-
ticipate in the discussion. It is always well, how-
ever, to provide for an hour in which subjects not
mentioned in the fonaal programme may be
brought up for brief oral discussion, and this the
advisory committee's plan will provide for in effect.
The master car painters, however, will not suffer
by not having a special programme prescribed for
this year, for it has eight good topics laid over
from last year's convention, held at Chicago. It
will be noted from the annoimcement of the con-
vention given elsewhere in this issue that atten-
tion will be about equally divided between car and
locomotive work.
lent results, is now looking after second hand ma-
terial that can be utilized and old material that
cannot be used. It suggests to its shop officials
that material that can be used again is too apt to
be stowed away into comers in such shape that
new articles are often bought or built when old
ones could be used. It insists that there ought to
be at each division point one particular place
where all second-hand material that can be used
again csm be collected, sorted, repaired if neces-
saiy, and issued when possible, in place of new
constructions, the storekeeper to have charge of
material belonging to the mechanical department
and the track and building departments to each
have a similar collection. These articles by being
kept together can be gone over periodically to see
whether they can be made use of, or whether by
change of standards they are entirely out of ser-
vice.
As to old material unfit for further use this is
directed to be promptly put into the scrap pile, so
as to be sold, or else used for fuel or otherwise
disposed of if incombustible. It is sometimes
found that the company is prevented from realiz-
ing promptly upon comparatively large quantities
of scrap because a little labor is required in its
preparation, which labor no one seems willing to
have bestowed. Furthermore, as far as the worth-
less material is concerned, it is too often left
around looking badly, using valuable storage room,
being in the way, and increasing the danger of lire,
because no one will take the pains or responsibility
to have it disposed of.
It is upon these lines that the company in ques-
tion proposes to push a reform and we are confi-
dent that the results will prove thoroughly satis-
factory. Certain it is that the handling of the two
classes of material mentioned, after the manner
suggested, would involve no appreciable expense,
while it would enable the company to realize
promptly on salable scrap, would give more stor-
age room, and would greatly improve the looks of
some of the yards.
A PEOMiNENT road that has been paying especial
attention to the care of new material, with excel-
To a man interested in locomotives two things
are particularly noticeable as he travels around
the country at the present time. First, the large
number of new engines being built, a verification,
as we may modestly point out, of the prediction
made last January by The Railway Mastee Me-
chanic; and, second, the superior quality of the
design and workmanship on a majority of these
engines. There is, however, a unmerically re-
spectable minority whose get up is so obviously
and glaringly cheap in evei-y sense of the word
that the question forces itself on one, to what ex-
tent .should commercial considerations influence
the mind of a locomotive builder?
A concern manufacturing under contract is, and
will be until after the mUlenium is well established,
primarily in the business for what it can make out
of it pecimiarily. In these days of sharj) compe-
tition the contractor who is not in a position to
put in improved labor saving devices, to reduce
the cost of his output, must either go to the wall,
as illustrated by the recent closing of a couple of
eastern locomotive shops, or he must use cheap
material and work to stand any chance at all
against his better equipped competitors. The day
has gone by wheu shops supplying railway rolling
stock held their trade on the merits of what they
had done in the past. A new generation has
grown up which has learned that to rely solely on
what certain makers suppHed, say ten years ago,
in purchasing new stock, is an absurdly unbusi-
nesslike proceeding, involving the indulger in it
in more or less serious trouble.
It is this knowledge that has undoubtedly been
the cause of so many railroad companies making
their own designs and detailed drawings — an ex-
cellent practice when not carried to extremes, but
a questionable one, as we have before this pointed
out, when used without discretion. By discretion
we mean not only the judgment exercised by re-
sponsible and competent engineers in deciding
I where to stop in the matter of detailing, but also
that foresight which a really first class manager
uses in selecting those engineers. It must be ad-
mitted that the locomotive builders are often
entirely blameless as to the shockingly bud de-
ns of engines bearing their name plates. We
; in the papers with tolerable regularity that
elderly story about Mr. So-and-So, the general
superintendent of some road, recruiting the ranks
of his trainmen with young men ciUled from the
farms along his Une, as he finds that local attach-
ments insure steady and efficient ser\'ice on the
part of the employes. We should be loath'to think
that this practice, excellent as it may be so far as
the class mentioned is concerned, is carried out
when a motive power designer is wanted, but some
of the awful examples of locomotives, and cars,
too, that we sometimes come across, leave a very
small loophole through which to escape the'con-
viction that it is sometimes done. Seriously, how-
ever, it does seem as though some of our superin-
tendents of motive power, whose multifarious
duties prohibit their giving close personal atten-
tion to the detail work of the drawing office, had
been singularly unfortunate in the selection of
theii' Ueutenants.
It is not the designs of the railroad com-
panies, though, that we wish to refer to par-
ticularly now, but to those evolved by the builder
when he is given the whole say in the matter, and
it should be distinctly understood that these re-
marks apply to a minority only of the contractors
of the country. It is only in the shops of large
and wealthy firms that the superintendent can
say, as the late Charles Pan-y is related to have
done, that "the work shall be done properly and
in a first class manner anyhow, and if the busi-
ness managers don't get money enough for the
completed work that is their lookout," because it
is in these places that are found the very best mii-
chinery tbat the market can fiu'nish, .designed for
the express pui-pose of enabling orders to be booked
at low figures, while maintaining a high degree
of excellence in all parts of the output. Besides,
when profits are but ordinarily great in any partic-
ular hue, a large bulk of business must necessari-
ly be transacted to make it worth while for men
of means to give their attention to it, and to do a
large business there must be a correspondingly
large plant and facilities. There is an old moral
saying to the effect ihat one's sin mil surely find
one out that has an application to all the dealings
between producer and consumer, and if the loco-
motive builder, finding himself hard pushed to
complete an order "with a whole skin," begins to
sin by working in all the antiquated ideas he
has by him rather than to go to the expense of new
ones, by using merchant bar where he ought to
be using hammered iron, by using an unduly large
percentage of scrap in his cupola charges if he
resorts to these practices — retribution will certain-
ly overtake him in the shape of loss of his custom
to his rivals.
Briefly stated, the commercial considerations
that should influence the locomotive builder.apart,
of course, from such broad generalities as baying
in the cheapest and selling in the dearest market,
etc., are to put the best usual quality into all his
work, and to strive by improving his methods to
bring the cost of manufacture below that of others
in similar business. If a propiietor finds he is
unable to effect improvements iu shop manage-
ment himself, supposing he can bring his mind to
admit the practicability of it, then the course of
common sense is to engage some one who can.
If, after that has been successfully done and the
best methods known are in vogue in his shops, he
still finds himself at a disadvantage with others,
then he must, if he is able, take the buU squarely
by the horns and make expenditures for new ma-
chinery and appliances. If he is unable to do this
he may as well stop short and close up, for with
the wonderfully keen competition of the present
time he stands no ghost of a chance. If, on the
other hand, he has capital enough to make these
expenditures and sufficient sagacity to properly
direct them, he will obtain gratifying returns. In
the locomotive building trade of to-day eternal
vigilance and constant outlay are the price of
prosperity.
148
THE RAILM^AY MASTER MECHANIC
Septembeb, 1890.
that they 'je properly eon-
■ adicate that
TiiK NKW voiiK < KNTicAi. sTitiKf:. What is reciuued
I ducted. Kvents of the past mouth
Thk New York Central strike, full details of , there is a strong purpose among the leaders to see
which have appeared in the daily press during the [ that they are.
past month, was widely heralded as ahout to be- ' !?=^^^?^^^^^^
come one of the most notable contests between | .p„^. ,,,.,5j^„, „,,l,. put a stop to railway "TIk
labor and capital that the country had ever seen. [ i-ps.-
But it was from the start a failure, and from the I
information that we have been able to obtain, it The geueral public is getting out of patience
never merited anything but failure. It was really with railway strikes. People realize more fidly
not deserving of the name of a contest between than they used to what an outrage it is to sud-
labor and capital, for there were none of the ele- ! denly put a stop to all the traffic of a great rail-
ments at stake which can l)e legitimately said to j road system. Every year the regular operation of
form the basis of such u contest. The striking the railroads of this country has become more
employes made no complaint that their wages were necessary to our very existence. We depend upon
jsatisfaetory, or that they were ill treated by their it almost as much as we do upon a supply of air
superiors. They openly acknowledged that they j to breathe, or of sunlight througli our waking and
struck simply and solely because
immediate superiors. He is bound to be a loyal
servant of the public. If he faithfully meets that
obligation he walks in n path which leads to re-
wards and honors. But no raUway "tie up" ever
brought promotion to any one who took part in it.
There is, unquestionably, a great tield and a
great work now and in the future, for labor or-
ganizations in the railway service as well as out
of it. But to obstruct the operation of a great
public highway by strikes will, sooner or later,
laud any such organization in oblivion.
SENTIMKXT.
of their
The matters which we intend to touch briefly
upon in this article are not peculiar to railway
business alone, but relate to any connection that
one person may have in a business way, either
orking hours. When the trains stop running | with fellow employes or with superiors. There i
number had been discharged. Mr. Webb, of the the currents of our lives are stopped — we are be
New York Central, claims that these men were i wildered, there is no more progress. The activities
discharged for various good and sufficient reasons, I of buying, selling, manufacturing, even of marry-
some for insolence to superiors, some for incapacity ' ing and burying are checked — we can carry out
or drunkenness, and some in the natural way of re- ^ no plans, complete no deaUngs. If the stoppage
duciug unnecessary force. The striking knights , continues a few days food grows scarce, and it is
claimed that these men were all discharged be- the poor who suffer first and most. There are
cause they were members of the Ivnights of Labor. I anxiety, trouble and suffering in thousands of
This Mr. Webb denied point blank. He further- i homes — in tens of thousands of lives,
more refused to treat with the officers of the And the great pubhc upon which all this trouble
Knights of Labor concerning the remstatement of | gomes is perfectly innocent of any part or lot in ,
these men. He had discharged tJiem for good and j ^-^^ disputes or grievances which caused the strike j ^f_f^,°^' ,^"PJ."°^^f 'S'^J*',*''"" '^«°'^<=''^ '^^™ ""'^
It has nothing to do with
very apt to be, however, among many . railroad
men, a super-sensitiveness as regards orders re-
ceived or the conduct of correspondence, the in
dividual not being able to separate his own
personaUty from the mechanical question of the
business in view. Often, especially iu the case of
young men entering the service, there is too much
sensitiveness over the manner in which orders
are given by superiors, or the general treatment
afforded them by such superiors. Lastly, we come
to the unfortunate class whose extreme sensitive-
sufficient reasons, and cou'd conceive
occasion to discuss his right to so discharge with
anybody, not even with an officer of the Knights
of Labor. We consider his position to be cor-
rect in this matter, and the federated orders of
railway employes appear to hold the same view
in regard to his action, for they politely but firmly
refused at a convention held in TeiTe Haute dur-
ing the mouth to support the knights by striking
with them.
The Knights had confidently looked to the Fed-
eration of Kailway Employes for thiii aid, and
expected through it to effect a general tie-up, not
only of the Central, but, through boycotting, of
connecting roads. This expectation it must be
said was not without basis, and the action of the
Federation at its Terre Haute convention was
awaited -with grave apprehensions by the entire
country. The refusal of the Federation to join
the forces of the Knights occasioned great relief
throughout the country, and has served to raise
that body in the esteem of every one except the
Knights. For once the sympathetic strike idea
had failed to work, and the world was informed
that as far as the Federation was concerned strikes
must be proceeded with in accordance to its laws
and regulations before it would range itself m
their support.
It -win be a great victoiy for labor organizations
when they succeed in firmly estabhshing their
methods upon a basis of law and regularity. A
very large percentage of past strikes have been
precipitated by the hasty and hot headed action of
minor leaders' and lodges. The evil effects of such
precipitate action were quickly prevented by the
prompt refusal of the Switchmen's Union at Chi-
cago this month, to endorse the strike of the
switchmen at the Union Stock Yards. The en-
gineers and firemen at that point had gained their
case in a brief fight for higher wages and immed-
iately thereupon the switchmen thought they could
gain a point also, and on their own responsibility
went out iu the hope of enforcing their demand.
The Switchmen's Union with commendable dis-
cretion and good sense refused to countenance this
suddenly inspired and ill advised strike and laid
down the principle broadly that strikes must pass
through the prescribed routine of the organization
before the latter would permit itself to be dragged
from which
the questions at issue between the railway manage-
ment and the railway employes. It can only
suffer — and it does suffer. The railway bond and
stock holders for ihe most part, can stand it if
payments of interest and dividends are passed.
The employes who have struck have their wages
made good by contributions from union funds.
But the masses who are neither owners nor em-
ployes of the railway have to endure their losses
as best they can.
This great public is slow to understand facts
and slow to act, but it always does understand
and act sooner or later. And the time is not far
distant when it will in some way or other put a
stop to the " tieing up" of railways. Even now
in " tie ups" the mail trains are permitted to run
and roads in the hands of United States courts
are comparatively little disturbed by striking labor
organizations. This is a decided change from the
practice of strikers fifteen or twenty years ago
when they cared nothing for mails or United States
courts. And it wUl surely come to pass that in no
long time there wUl be such a pubhc sentiment that
no labor organization will dare to tie up a railway.
The great public highways will be inviolate, no
matter what disputes and conflicts may rage else-
where between labor or capital.
The public does not care whether the employes
of the railways belong to this or that labor organ-
ization. It does not care whether the road is
earning dividends for its stockholders or whether
its managing officers are well or poorly paid, jt
does care that the road is properly operated — the
very life of the public, the existence of business
and society depend on that. How absurd to think
that millions of people will long endure to have
the life currents of their activities stopped In order
to compel oue of half a dozen associations to be
"recognized."
These words may seem harsh to some of our
readers — but are they not true? Is it not true
that to tie up a railroad hurts outside and innocent
parties the most? Is it not true that the public
sympathy is not with such movements as it used
to be? And is it not true that a locomotive engi-
neer, a brakemau or a switchman is under the
same obligation to the public as a manager, a
superiutendent or a master mechanic? They are
ito them. We need hardly further dwell upon | all and equally employes and are all equally bound
the good sense shown by the Federation and by I to render regular and efficient service to the pub-
the Switchmen's Union in these two cases, if this | he. There is not an iota of difference in this re-
rigid adherence to order and regularity in the con- spect. For the officers of a road to conspire to
duct of disputes that may arise between employes tie it up, no matter how great the provocation,
and employers is maintained, we may look for would be a gross outrage on the public. For the
much more satisfactory relationships between the engineers, or brakemen, or switchmen to conspire
two classes. We are not opposed to labor organ- to stop the trains is an outrage of that kind. If a
izations, as we state in another article in this man enters the railway service he assumes an ob-
issue. They have their place and reason for being, ligation far higher than that which he owes to his
stantly unhappy for fear that some one is trying to
plot against them in some way or other, and who
are constantly trying to "read between the lines"
in the simplest correspondence or statement made
verbally to discover the occult meaning that must
be therein.
Drawbacks from these three reasons are respon-
sible to a greater or less degree for the failure on
the part of many men to reach the measure of suc-
cess that their intellects and education entitle
them to. If by drawing attention to these mat-
ters we can help any one in his deahngs with his
fellows, our aim will be accomplished. Though
the general subject is not alone a railway one, as
we have said before, it applies with great force to
railway men, and in our own experience we have
seen the best interests of a company seriously in-
terfered with by the narrow views taken by em-
ployes in the three lines we have indicated.
The first difficulty of feeling too keenly the tone
of orders received or the nature of correspondence
nolds very often with department men, who have
as a rule, a circumscribed acquaintance with the
public, and whose dealings are to a great extent
with a limited class of subjects, and a certain set
of men. This feeling is apt to grow with age,
and often tends to make business a burden to, and
interferes to a greater or less extent with the use-
fulness of, the individual.
The second class we have touched upou is that
to which we would wish to pay the most attention.
It is upon the young men entering railway hfe
that the operation of our roads will depend in all
departments a few years hence. To render them-
selves most efficient iu every way, they should
have the broadest views, aud must be able to con-
sider that any subject can be looked at from other
than their own standpoints. The individual
nature must be separated to a great extent from
the business questions, and many things which
might seem unpleasant when reviewed fi-om a per-
sonal standpoint, must have no appreciable effect
when considered as an incident of business life.
Bearing upon some of these points, we take the
liberty of quoting from a letter we have lately seen
from a gentleman to a younger brother who was
just entering the railway servicr, and who felt
hurt to a certain degree by the way his immediate
superior acted towards him. The letter says :
However, the situation is not irremediable, and in my
opinion, the only thing required, is that you continue to do
your work as well as you linow how. Pay no attention to
the manner in which instructions are given you, simply
follow the instructions just as you would if they were given
in an entirely different manner; in fact, altogether over-
look the personality of your immediate .superior, if that im-
mediate superior is personally obnoxious to you. If you
will stop to consider for a few minutes you will see that
the very worst, is but a temporary one for
First, the possibility ot that person's
Septkmber, 1890
THE RAIL\VAY MASTER MECHANIC.
pi-omotiou, if he is capiible; second, the possibility of your
promotion, if you are capable; third, the possibility of his
discharge, if he be incapable; fourth, the possibility of a
Uke result in your case. » . « . .
but the fact remains that the man must have ability, or
he would not hold his position. Holding that position he
must be in possession of certain information that it would
be valuable to you to have. * * • * »
The opportunity to show your ability is present in any
position you may have. There is just the same opportunity
where you are to do your work well, and to do it better
than your predecessor and so much better as to attract the
attention of your superiors to that fact, as there is in any
position you may ever occupy. If, however, you cannot
forget your immediate surroundings, you will never be able
to do work which will do justice to your own ability. You
may rest assured of that fact. I know that this will be a
difHcult matter for you to forget your surroundings, owing
to your little acquaintance with the outside world. * *
Experience will give you that acquaintance with the world
which will give you a complete control over your own
feelings, and when you have arrived at the point where
you have that complete control, you will then be able to
rise superior to any surroundings and put forth your best
efforts, regardless of the surroundings. * * 1 want to
explain what I think will sooner or later be evident to you;
that it is the best possible training that any young man
can have to be placed in the employ of a man whom he
thoroughly dislikes. It calls forth a line of reasoning that
gives him not only eonlidence in himself and in bis own
future, but it broadens his view. He sees the narrow views
of his employer, and a desire to be as unlike that person as
possible stimulates him to take the broadest view on all
subjects that may come before him.
The foregoing quotations it will be seen are
exactly in the line of our arguments and contain
points which are worthy of the attention of any
one entering the service. Sinking one's individu-
ality in business matters does not involve any loss
of personality, dignity or self-respect. Money is
no respecter of persons, and the same follows in
general business affairs.
When we come to the last class of persons who
are so suspicious by nature that they constantly
imagine that their superiors or fellow employes
aro plotting against them the chance for improve-
ment is more hopeless. This feeling is more apt j
to be rife among the class of railway men who are
what may be called secondary ofJicers, in shops I
or on the road; and in some cases the feeling of j
distrust and general discomfort rages as high as
gossip is said to be in the average small village.
Such can help themselves to some extent by re- i
membering that their fellow employes are gener-
ally looking out for their own affairs, and have '
not the time to purposely make themselves dis- j
agreeable in their neighbor's matters as much as [
is imagined. While your neighbor may not think j
enough of you to go out of his way to help you
much, your self-esteem will have to recognize the i
fact that neither does he care enough about you I
to iojure yon. As we have already said, this con- ,
stant outlook for hidden lire takes time that other- [
wise might be more profitably spent; and a man I
who is known to be suspicious is generally left '
behind when promotions are made.
In closing we may dij,'ress a minute to note that '
while on I'lie hand a young mmj entering the ser-
vice should learn not to be influenced by the per-
sonal behavior or manner, either in act or corre-
spondence of those connected with him, yet he
should be careful on his part that he should him-
self give no offense by his own actions or words.
Many a man whose talents, education, and experi-
ence are of the highest has had to be contented
with a mediocre position because of an unfortu-
nate manner of speech or want of consideration
for his fellows. It is true that more or less of his
friends will recogoize his sterling vvorch, but the
larger majority of those he comes in contact with
only know of him as they meet him, and are influ- .
enoed accordingly. Knowledge and ability may
often succeed without tact, but tact, knowledge
and abihty make a combination that will place a
man at the top, whether on a railroad or any
where else.
MaEOT~C23^
Tbe famous reeoi-d of the City of Paris in crossing
lie Atlantic has just been beaten bv the Teutonic,
f the White Star Line, bv the small margin of 13
linutes. The Teutonic crossed inodavsl9 hours
FOOT PLATE AND DEAW-BAB ARRANOEMENT-RICH
MOND 4 DANVILLE EAILEOAD.
Un some ten-wheeled engines recently built for the
Kichmond &. Danville Railroad, Mr. R. D. Wade, the
superintendent of motive power, ha.s employed a foot
plate and general draw-bar arrangement al that
point, which is of his own design. This is illustrated
in the accompanying drawings, in which we give a
rear end view of the cab bracket and toot plate, a
plan ol the same, and a longitudinal section through
the foot plate, showing the manner in which pulling
strains of the draw-bar are transmitted to the engine
frame. Instead of casting the usual large bosses
upon the under side of the foot plate for the recep-
tion of the draw-bar and safety chain ends, two large
wrought iron cross bars are employed, the upper
one of which is 9 x3 in. in the center, and 7 .x 2 in.
al its ends where it is let into the eugiae frame. The
lower one is 8 x 3 in. at the center, and 6 x H in. at
the ends. These are let into the engine frame at the
ends, are firmly secured by bolls, and are still fur-
ther faalened by two li in. bolls, one on each side of
the draw pin, these bolts passing through the foot
plate, the two bars, and spacing timber? placed be-
tween the latter. The draw-bar pin and the two
safety chain pins drop into holes drilled through the
foot plates and these two bars.
The cab bracket is fastened to a « x li in. plate
which extends across the back end of the fool plale.
The chafing wedge is of a form which is pretty welJ
known, and requires no explanation. This arrange-
ment, as shown in our drawings, is used on leu-
wheeled engines with cylinders 19 in. in diameter,
and 24 in. stroke. It will be readily seen that the ar-
rangement is an exceedingly strong one.
A locomotive of the Brooklyn Elevated road is be-
ing changed lo a compound at the Rhode Island Lo-
motive Works, as we have before noted. In a char-
acteristic note referring to this tact, Mr. George
Richards adds: "There is one advantage in the
compound elevated railway service which has not
been mentioned: That is a reduction of the noise
from the exhauststeam.I know not how you feel on this
question of noisy people and noisy machines, but 1
am looking for that quiet way of doing business,
■ When all the babble of Life's angry voices
Rests in hushed stillness at its peaceful door.' ''
THE RAILV^^AY MASTER MECHANIC.
Skpthibe*, 18.0
The Brooks Locomotive Works have reoenlly put 10
very heavy locomotives of the 10-wheeled type upon
the Cleveland, Cincinnati, Chicego & St. Louis Rail-
way. These locomotives are probably the heaviest
10-wheeled locomotives in use in this country, ex-
ceeding the weight of the heaviest 10-wheeled en-
gines on other roads by several thousand pounds.
The total weight of the engine is 130,000 lbs;
weight on each driver, 17, 000 lbs; on all
drivers, 102,000 lbs., and on truck, 28,000 lbs.
On the supplement which accompanies this issue we
give a side elevation of this engine, and in the cuts
accompanying this article we give front and rear
•elevations, and details of the frames and equalizing
arrangement. The boiler is of the wagon top type,
is 66 in. in diameter at the front end, has 232 two
inch tubes, and has a tire-box 102 in. long by 42 in.
wide, the crown of which is supported by crown bars.
The fire-bo.x ring is placed above the frame, and is
lower at the front end than at the back, necessitating
quite a change in the engine frame. It will be no-
ticed that the maximum depth of the fire-box ob-
tained at the front end is carried back for some dis-
tance, by making the fire-box ring horizontal for at
least 2i ft. The top rail of the frame is dropped 11
In. for this purpose. This is more than the usual
amount where such construction is employed, and as
a result the required depth of (ire between the sur-
face of the grate and the lowest tube can be obtained
without carrying the boiler as high as in some of
the usual designs. It will be noticed that this one
is 92 in. from the rail, and the appearance of the en-
gine is very much improved by this position of the
boiler. The fire-box ring is 3i in. thick and is double
riveted all round, a most commendable practice
where the ring is on top of the frame. The exten-
frontisin one piece, and the cylinder saddle
bolts at the front pass through a 3^x1 in. strap 58 in.
long placed inside the arch at the bottom, thus
avoiding the objectionable feature of securing them
in the sheet alone.
The construction of the engine frame is worthy of
notice. It is remarkably strong and well propor-
tioned, being Hi in. thick throughout, with top rails
a in. deep, and bottom rails 3 in. deep. It is grati-
fying to notice that so many engine frames of recent
design have a heavy lower rail. Between the main and
rear drivers, where the top rail is dropped 11 in. it
is joined with the lower rail by a short vertical strut
welded in, and thoroughly uniting the top and lower
rail at the middle point between these wheels. The
frame is strong at this point, but the cost of the forg-
ing must be very largely in excess of the more com-
mon form, as the narrow space between the top and
lower rail makes welding operations rather difficult
to perform. The equalizing arrangement is also
worthy of notice. There is a cross equalizer in front
of the first pair of driving wheels and driving
springs over the first and second driving axles, while
the third axle has equalizing bars over it. Between
the front and main drivers the equalizer is placed
between the top and bottom rails of the frame, and
is fulcrumed to an attachment on the lower rail. To
prevent the springing of the lower bar of the frame
at this point, and to transfer some of the strain to
the top rail, two braces are put in, one on each side
of the fulcrum as shown. Between the main and
rear wheels an inverted spring is made to bear
against the underside of the frame, and by means of
short links at its end, it connects with the two equal-
izing bars between which it .is placed, in a manner
very similar to the arrangement usually employed
on a four-wheeled engine truck. The ends of these
equalizing bars are connected together, and the front
end attached to the main driving spring, while the
rear end is connected to the equalizer over the back
box. The rear end of this latter equalizer is con-
nected to a coiled spring under the frame. It will
be noticed that those springs placed above the frame
have open ends for the reception of the spring links.
The equalizing arrangement is excellent and where
breakage of any of the parts would cause them to
fall upon the track suitable safety straps are pro-
vided.
The link motion is placed between the front
and main drivers, thus giving a short radius of link,
and making an exceptionally long valve rod: other-
wise the valve motion is of the usual construction.
The reverse lever is fulcrumed on the engine frame,
instead of the boiler as usual. The cab is large and
roomy, being 7 ft. long and 9 ft. 4 in. \vide. Prom
the specifications of this engine we abstract as
follows:
General Dimensions —Cyliaders IS^' in. diameter and 24
in. stroke. Driving wheels 6 in number, as in, diameter
outside of tira. Gauge of track 4 ft., S'j,m. Fuel, bitu-
minous coal. Rigid dri%nng wheel base 3 ft.,0 in. Total
driving wheel base ]5 ft., 6 in. Total wheel base of
engine i5 ft,, 8 in. Total wheel base of engine and ten-
der 4.S ft,, S in. Weight of engine in working order
about 130,000 lb. On drivers 103,000 lb., includine
brakes.
Boifcr.— Wagon top, 9 in. rise, width of back head 03 :n.
Diameter .'Vi in, at smoke-box end, made of steel plate
9-10 and >,, inch thick. Throat sheet ''„' inch thick to com-
pensate for thinning in flanging. Cylinder courses
one plate each with longitudinal seams placed above
water line; longitudinal seams quadruple riveted:
waist connection seams and junction of waist with Are
SXJFFIjEIvIENT to the I^A-ILWA-Y IVI-A-TSEK, ISiIECH^lvriO
1 -F-
=-^=^^
r
1
" fl
III j±U-/
HEAVY lO-WHEEL LOCOMOTI
©IDtemtoer 1S90.
BROOKS LOCOMOTIVE WORKS.
September, 1890.
THE RAIL^VAY MASTER MECHANIC.
Ul«ll.
: tool.
c'h dia., placed
over 2'^ in. from tenter to leiitii .
:il in. diameter, S5 iu. bigh, phici'U <m wjnon top
Boiler tired up and tested unilei- a steam piv-s.suie of
■ilO lbs. per square inch before being lagged.
7'M/if!S.— Made of lap-welded charooal ii-on with safe ends
No,
sereweil and
)0f 1
horoughly annealed after Hanging,
back '^K. in. sides and 4 in. front,
letined iron =, and 1 inch diame-
f..ur and one quarter inches apart,
,n's'''\"' " '',, "','-!'", I, , welded
at ends, placed not .i\.i ii.-i > n:. i . .enter,
ends having firm bciin 11., . i. --.ii >ii(iis.ii,,i ni^cd -J-,
in. aBove crown sheet l niwi, si„ri ...nurl;, tautened
tu crown l>ars by bolts placed not over 4' , in. apart.
Stay-bolts in lop rows and comers of sides and back
all 1 in. diameter double pitch. Mud ring :i' . in. thick
double riveted all around. Brick arch in flre-box sup-
ported on :i tubes 2', in. dia. x No. S B. W. (1. Water
space at back tapers from X in. at bottom to 4 in. at top
of flre-box. Water space at sides tapers from :)'., at
bottom to 4 in. at top of straight part of leg and ."i it), at
-Height of .
■ of boiler above rail 7 It. s
ossary straps, kpys, bra.sscs
linished and securely braced to boiler
boards and tlttod together with joint bolts.
P(7of.— Made of well-.seasoned oak and ash and strongly
braced with iron.
Tem/cr.— To have two four-wheeled trucks, forward truck
center beating, back truck side bearing, wheels :<3 in.
diameter, Paige steel-tired plate pattern. Axles of
hammered iron, journals 4 in. diameter 7 in. long, 4^ .
in. dia. at center, K. R. Cos. truck. Frame made of
ash well braced, outside sills cased with iron.
Tank.— (Constructed of Pennsylvania tank iron securely
put together with angle iron, corners strongly braced.
Side plates of No. li, top and bottom plates of No. ."i
wire gauge. Capacity 3,7UO U. S. gallons.
Hcneral Fi7ti*'/i.— Boiler lagged with wood, jacketed with
planished iron, neatly secured by iron band§, painted,
or with planished iron. Dome lagged with wood,
with painted iron casing on body and cast iron top and
bottom rings. Cylinders lagged with wood, jacketed
with sheet iron, painted. Casing heads cast iron,
painted. Steam chest cover made of cast iron, sides
cased with cast iron, painted.
T' i"i- of thii heart wood is duo probably to tlio
I '1 tannin, which acts ;i,s an antiseptic, by
iir 1 I - tu- alhumitialcs in the sap insoluble; and
-111,1 tin most durable timbers seem to bo those of
suullicni localities, whei-e therefore intense light
and heal favor the formation of this antiseptic prin-
ciple, it would also be reasonable to e.xpect that trees
L rmvii ill o|..ii -taiid would be more durable, and
li;n ih'- ..ii>.i\,.il greater durability of second
_ rovvili i^ .lui' t.i till- fact that it has frrown up under
full inlluciicc of .-sunlight.
The three timbers which without coloration of
the heart show great durability are iharacterized by
a strong smell, which leads to the presumption that
atheric oils take the place of the Uinniti and atTord
protection against attacks by fungus growth.
Some timbers, like the calalpa, begin soon to form
heart wood, while others, like the hickory, begin so
late that but a small part of the trunk yields dura-
ble timber. This certainly is noteworthy in grow-
ing tie timber.
But the idea that the young wood is more durable
because it is young, which seems to prevail among
railway managers, must be considered erroneous.
On the contrary, young wood, which contains a large
amount of albuminates, the food of fungi, is more
apl to decay, other things being equal, than the
wood of older limber. Sound, mature, well grown
E(JU.\LIZINl', ARR.VXdEMENT— HEAVV 10-WHEEL LOCOMOTIVE.
in. ; height of top of stack above rail 14 ft. ■* in. :
of cab roof at eaves above rail 12 ft. ."i in. ; w
cab roof at eaves 0 ft. 7 in.
Throltle I'ad'e. -Cast iron balanced throttle valve
tical arm of dry pipe. Dry pipe and throttle 7
number, placed
vt/erj/ Vfilixs.-
in. Crosby pops set at I>u to ls2 lbs.
'i/ri«»iiTK.— Cylinder heads. Hi studs, Sil in. centers placed
saddle; right and left hand cylinders reversible and
interchangeable; made of close-grained hard iron, ac-
curately planad, fitted and bolted together in the most
approved manner. Cylinders oiled from cab through
pipes under jacket. Steam chest, 22 studs. I'orts, 17.\
1 ', in. Exhaust, I7x.'! in. Bridges, 1 '. in.
['(.s(o»is.— Of cast iron, fitted with most approved pattern
of cast iron steam packing; ■i'^ in. diameter piston rods
of cold rolled steel securely fastened to piston ; Jerome
metallic packing on piston rods and valve stems.
Iniilen.— Two bars for each crosshead, made of ham-
mered iron case-hardened. Laird type top bars ti'.. in.,
bottom bars 4' , in wide.
l'rosshc<i</.s.- Of cast steel with composition bearings.
Laird type wrist pin
ong.
I'nh-c -Vofioii.— Approved shifting link style, graduated
to cut off equally at all points of the stroke. Links,
blocks, pins an.l eccentric rod-jaws made of hammered
iron well case-hardened. RocKer shafts of hammered
iron. Reverse shafts of wrought iron. Solid links \-i
in. centers of eves. Allen Richardson balanced valves
.'. •. in. travel.
i-'ranics.— Of best quality hammered iron. Main frame
forged solid, planed full length. Front frame securely
fastened to main frame. Frames 4i'> in., centers :i'\ in.
wide, 4 ', in. deep. Pedestals cased with iron gibs and
wedges to prevent wear by the bo.xes. Pedestal tie
bars securely lugged to bottom of pedestal.
Emitm- Tnuk.—To have rigid center. Frame wrought
iron. Pedestaki of cast iron. Wheels. :ii) in. diame-
ter, Paige spoke pattern steel tired; axles of ham-
mered iron; jouimals .', in. diameter, 11) in. long.
Springs of best quality of cast steel hung on equalizing
t>ri>'huj )l7i€€/.''.— Six in number. t>S in. outside diameter.
Centers of best cast iron turned to (12 in. diameter, cast
with hollow hubs and rims and solid siKikes relie
the centers from all strain from contraction in cooling
by a uniform distribution of metal.
Vires.— Of cast steel 3 in. thick when finished. Plain
on forward wheels fi in. wide. Flanged tires on i
and back wheels .I'o' in. wide.
I>ri»iiig Axlc.—Ot hammered iron, journals s in. dii
terand!iin. long. Wheel ftu 7;; in. diam. by 7'
THE DUKATION OF LIFE OF TIMBEE.
In the course of a valuable report upon the con-
sumption of forest supplies by railways, by B. E.
Pernow, chief of forestry division of the department
of agriculture, published by that department, the
following data regarding the durability of various
kinds of woods is given. .Some valuable points for
the users of wood will be found therein:
''Comparative tests of the durability of various
timbers have never been made, and the experiences
of the practice give only conditional results, since a
comparative account of conditions under which the
timber is grown, handled and placed, is rarely made.
Not only do different species show varying durabil-
ity, that is, resistance to decay, but the same species
seems to exhibit a variation according to the locality
where it is grown, and the part of the tree from
which the wood is taken, and even its age seems to
inHuence durability.
"An attempt has been made to make the color of
the heart wood a criterion of the durability of the
various timbers, and the following exhibit might
tempt one to accept, at least partially, the propriety
of such a standard. That the sap wood is less dura-
ble than the ^eart is of course well known.
If we denote v. d. = very durable, d. = durable,
and n. = not durable timbers, wo find:
Pronounced black
trees yield more durable timber than either young
or very old trees. It is the rapid growth, e.xhibited
in broad annual rings and due to favorable soil and
light conditions, which yields the most durable tim-
ber in hard woods, and only as far as the growth in
the virgin forest hits been slow ought there to be a
difference in favor of second growth timber. In con-
fers, however, slow growth with narrow rings, which
contain more of the dense summer wood in a given
space, yields the better timber. The turpenliiio
(pitch) accumulated in the summer wixid of the con-
ifers acts .is a preservative by preventing the |K!ne-
tration of water and hindering the development and
spread of fungus growth. Hence lapped trees on
the tapped side where the pitch has concentrated itself
— "light wood" — is almost indestructible, while the
rest of the tree, deprived of its turpentine, has lost
its durability. In all cases within the same species,
the heavier and denser wood is the most durable.
Coniferous woods, then, from comparatively poor
soils, high altitudes and dense forest, and hard
woods or deciduous, from rich, deep, warm soils and
isolated positions, produce the most durable ma-
terial.
Without means of determining the exact relative
value of the different species, it is only |x)SMible to
give the following enumeration, which, in general,
proceeds from the most durable to the less durable
ones:
E.19TEUX R.ixiiE.— Conifers: Raid cypress, red cedar,
white cedar, arborvita*,while cedar, tamarack, long-leaved
pine, white pine, red pine, Cuban pine, short-leaved pine,
hemlock spruces.
Broad-leavt'l trees: White oak, post oak, basket oak,
burr oak, chestnut oak, live oak. osage orange, hardy cala-
lpa, black locust, honey locust, red mulberry, chestnut,
Kentucky coffeo tree, white elm, slipiwry elm, white ash,
black ash, green ash.
Rocky Mocxtaix Regios.— Mesquit, red cedar, pinyon
pine, fox-tail pine, Douglas spruce, wesieim larch, burr oak,
bull pine, Eogelmann's spruce.
P.(riricSi.orK.— Yew, redwood, Lawson's cypress, Sitka
cypress, canoe cedar, white cedar, Douglas spruce, western
THE RAIL^WAY MASTER MECHANIC.
Skptember, 1890.
arch, live oak, post oak, sugar pine, EDgelmann's spruce,
western hemlock.
The time of felling has always been thought to in-
lluence the durability of timber. But while practi-
cal considerations will limit the choice of time, theo-
retically, with proper after-treatment no such influ-
ence can be ^admitted.
Early winter felling should have the preference,
liecause,;possibly, less fermentable sap is then in the
ti-ees; mainly, however, because the timber will sea-
son with less care, more slowly and more evenly, and
)iefore the temperature is warm enough for fermen-
tation to set ill.
If the wood is cut "in the sap" it is more liable to
fi-rmentation and to the attacks of insects and more
care is necessary in seasoning; for the rapid season-
ing, due to the warm dry .itmosphere, produces an
outci- seasoned coat which envelopes an unseasoned
intt>rior liable to decay. When cut in the leaf, as is
(lone when the chestnut oak is cut for tanbark, it is
.•idvanUigeous to let the trees lie full length until the
leaves are thoroughly withered (two or three weeks)
before cutting to size. With conifers this is a good
i)raclice at any season, and if it can be done, all
wiftter-felled trees should be left lying to leaf out in
spring, by which most of the sap is worked out and
evaporated, for it is the stored up albuminates, the
Uingus food, which are utilized in the budding and
leafing.
OFFICEKS- CAB-CHICAGO & NOETHWESTEKN BAIL WAY.
The officers" car shown in our engraving will be
seen to present several interesting points. It is now
nearing completion at the shops of the Chicago &
Northwestern Railway at Chicago, where it has been
designed and constructed under the direct super-
vision of Mr. C. A. Schroyer, superintendent of the
car department of the road.
The e.itterior of the car appears very much like the
ordinary first class Northwestern coach. The in-
terior arrangement is shown so clearly in our engrav-
ing that extended description of it is unnec-
essary. It should be noticed, however, that there is
an excellent distribution of the Hoor space to the
various uses. The observation room, adjoining sec-
lions, and passages up to the cross-over passage, are
carpeted with a very handsome velvet carpet in blue,
old rose and gold. The upholstery is blue embossed
plush on the sofas in the observation room and on
the seats in the first tour sections, and a dark soft
(ilive green in the sections opposite the toilet room
and locker. The curtain rails throughout this por-
tion of the car are covered with blue plusb. Neat
upholstered removable head rests are placed in the
corners of the sofas, supplying an attractive finish
and an excellent comfort. The upholstering of the
private stateroom is also handsome and tasteful.
The wood finish throughout the car— outside the
dining room— is mahogany. The carving, of which
there is just enough to give proper relief, is of not-
ably tasteful design. The berth fronts— solid plain
polished panels with delicate border of carving — are
beautiful specimens of the woodworkers' art. The
dining room, spacious yet not wasteful of room, is in
oak. It is fu nished with movable oak table and
chairs, the latter being partly upholstered in blue
plush.
The head linings throughout the car are of quar-
teri-d oak, and are decorated with the patterns shown
in our issue of last June. These decorative designs,
as our readers will remember, are notably tasteful.
The glass used in the car for ornamental purposes is
of the bevel and diamond mitred patterns. Some of
the new beveled crystalized glass is also used. The
metal trimmings throughout the interior are of sil-
ver finish. The deck sash is fitted with opalescent
glass. The lamp panel over the passage between
section .5 and the dressing room is painted a white
enamel, and has a polished mahogany center, produc-
ing an odd yet pleasing ertect. The movable chairs
in the dining room are. as we have stated, of oak
with light upholstering in blue plush. In the obser-
vation room will be placed shaded rattan chairs and
patent rockers, also lightly upholstered in blue plush.
The door of the observation room is fitted with a
solid pane of.glass with no sash rail, so that the view
X i 'ff
if^-l
is unobstructed. The hand rails, gates, etc., on the
platforms are of brass and of artistic design. Eveiy
detail of construction in the kitchen has been care-
fully looked iiflei', and in the root in the car, at a
point over the carving table, is placed an adjustable
trap ventilator, which will serve to cairy oir the
odors of cooking and the excessive heat of the room.
The wash bowls are supplied with hot and cold water,
delivered under the pressure of gravity only. The
cold water tank is carried in the .-oof at a point about
over the cross-over passage. The hot water tank is
carried in the roof at a point about over the kitchen
and carving table, the water being heated by a con-
nection with the range on a plan similar to that met
with in ourjhome kitchens.
Every effort has been made to deaden the floor and
sides of the car. In the floor there are three air
spaces separated by two layers of mineral wool. The
sidesof the car are thoroughly deadened by air spaces
and paper. Between the equalizing bars and the
boxes and above and below the center plates, rubber
is placed to prevent the sound vibrations from |)ass-
ing up from the rail and trucks.
The car is mounted on frwheel trucks carrying
paper wheels. All wheels are braked, the applica-
tion being effected on a new plan, devised at the
Northwestern shops, and which we illustrate else-
where in this issue.
As a first class specimen of a home made car this
is certainly worthy of commendation, both as to de-
sign and as to decoration and fittings and furnishings.
While elegant in every detail, it is yet quiet and in
thoroughly good taste.
EABLT LOCOMOTIVES ; HOW THEY WERE MADE AND
HOW THEY WEKE RUN.
(From the annual address of Joseph Tomlinson. President
Institution of Mechanical Engineers.]
The locomotive engines in use in the early days of
the Stockton & Darlington Railway differed widely
in every respect from those of to-day; and most of
the engineers now in practice have but the remotest
idea of what curious machines they looked when
compared with the creations of;the present. Nearly
all, I daresay, have seen old "Locomotion," now on
the pedestal in front of the North Road station at
Darlington. This engine was one of three which
were first placed on the railway. Two only survived
to the time I first knew it. It is now as "it was de-
livered to the railway; but the boiler is not as I
knew it at first. When first put to -work it would
not make steam; and- the fire tube had to be taken
out and replaced by a return lube, similar to what
is now, or was till lately, the kind of heating surface
in the boilers of the north country class of tugboats.
When Ibis had been done, its load was composed of
61 chaldron wagons, weighing emoty about 27 cwt.
each, or about 22 tons for the (rain. This was its
load from Middlesbrough up the hill to Shildon;
and down the hill from Shildon to Middlesbrough it
took the same number of wagons loaded, each carry-
ing 5:^ cwt. of coal, or about 64 tons for the train.
The weight of engine and two tenders loaded with
coal and water was about 15 tons. There is unfor-
tunately no record of the cons'imption of fuel (coal)
for this early period; but
thinh
may say, from
having helped to put the coal on the tender, that 16
cwt. to 17 cwt. were consumed to travel 4.S miles, or
miles, or about 40 lbs. per engine mile, the principal
part of which was consumed on the up-hill journey,
as the gradients were at that time all in favor of the
load. 1 need hardly describe this engine, as it is
well known. It had two cylinders 10 in. in diameter
and 24 in. stroke, half of each being inside the boiler.
It had a cross head to each c.vlinder, and thus four
connecting rods, and two coupling rods. It had four
j wheels 4 ft. in diameter coupled. There were only
two eccentrics, which had to be changed in position
j for back and forward gear, and the engine had to he
j started by hand gearing. There was no brake on
I either engine or tenders. The steam pressure whs
from 30 lbs. to 3-5 lbs. Necessarily the engine had
no springs, and the axles ran in cast iron plummer
I blocks. The pistons were packed with a spun yard
gasket plaited square, which was tightened by
Septembeb, 1890
THE RAIL\VAY MASTER MECHANIC.
158
pieoo of u'ood and a hanamer whenever required;
this was done by the driver and tireman themselves.
There was no gauge glass and no whistle, a bell be-
infj the signal of warning; no hand lamps or head
and tail lamps, as I shall describe further nn. All
this was continued for many years.
The ne.xt type of engine was the "Uoyal (ieorge,"
with si.x wheels coupled, 4 ft. in diameter. Ijike its
preilecessors and many tyjies besides, it had vertical
cylinders, of about 11 in. in diameter, IS in. stroke.
!-team pressure about 4U lbs. The boiler was of the
loturn flue type, the lire door and chimney being at
the same end. It had two four-wheeled tenders,
with ordinary chilled face wagon wheels keyed on
Ihoir a.\les with wooden and iron wedges. One ten-
der working first up-hill earned the water in one
or two large barrels, the driver being on a
footboard at the front end, near the gearing and cy-
linders; the other tender carried coal, from which
the tiring was done. Like the first engine, this
also had only two eccentrics. The leading a.xle, to
which were connected the cylinders, had no springs;
but there were springs to the two other pairs of
wheels. The engine was carried, like its predecessor,
in last iron plummer blocks. The heating surface
would be about 120 square feet, not counting the
underside of the grate. The load up the hill from
.Middlesbrough to Shildon was 24 chaldron wagons
empty, or about 33 tons; and down the hill the same
number of wagons l0£ided, or i)6 tons. The speed both
I up and down was about 7 to S miles an hour.
The ne.xt type was, like the earlier engines, made
with the vertical cylinders, but with a new cUuss of
boiler. It had a boiler partly of tubes and partly a
Hue, of a description similar to what is now used for
small engines, half the boiler having a flue, and then
the tubes carried on to the end into a smoke-lx)x.
This brought the chimney to the same end as the cy-
linders. These engines, of which I think there were
syc, were, as far as I remember, not favorites, and
the load had still to be limited to 24chaldron wagons.
Instead of the ordinary wheels of cast iron, it had
wheels made with a cast Iron boss and wood spokes.
The tires were of iron, and of the same size, namely,
4 feet.
The next type was also a departure from the old
type in many respects. The boiler was greatly im-
proved, and went by the name of the "Napier"
boiler; it had one straight lluo for containing the
gi-ato, about iJ feet long; at the end wa.s a combus-
tion chamber, from which about 100 tubes came
back by the sides of the main flue to the
chimney. The engine, too, was very much modified.
The cylinders were still vertical, but worked on to
an independent shaft tilted with cranks, and from
thence the power was carried to the wheels by three
coupling rods on each side. The cylinders were
aljout 14 in. in diameter and IB in. stroke. The
steam pressure had also increased to HO lb., and the
load was increased to 32 wagons, or 44 tons up hill
and 128 tons down. This engine had no slide bars,
the piston rod being guided by a parallel motion.
The principal defect was that, owing to keeping the
center of gravity low, very short connecting rods
had to be used, not more than three lengths ot the
crank. Nevertheless this class of engine was always
used to run the psissenger trains when any accident
or shortness of ixiwer rendered it necessary. This
engine also had two tenders and only two eccentrics.
The next tyi>e of engine was made with inclined
cylinders of somewhat larger diameter and stroke,
but with the same size wheels; this enabled springs
to be used, and many engines of this class were added
suliscquently. The boiler was longer, though of the
same type. This engine took the increased load of
32 chaldron wagons. Like the earlier engines, this
had two tehdei-s, one for water and the other for
coal, but no brake.
The wheels of all the classes I have described were
of cast iron, and were made in two parts, namely, the
boss, which was keyed on the axle; and outside this
was a cast iron ring to take the tire. This ring was
secured to the boss by oak filling [liece.'*; and after
being wedged tight with steel wedges, the wood was
covered by a cap inside and out, and a small boll was
put through to prevent the wedges from coming
This stylo of wheel was used nearly to the year 1S.50,
and on some old engines after that date.
I have hitherto six)ken only of mineral and goods
engines; I now come to the class ot passenger en-
gines in use at the time I was a lad. Several of the
early engines were somewhat similar to the engines
of the Liverpool \- Manchester Railway, on four
wheels; one pair of drivers, with 11 in. to 12 in.
cylinders by Ki in. to IS in. stroke, and about 4 ft. 6
in. to 5 ft. wheels; but there was one engine, built, I
believe, by Kitching, of Darlington, which doubtless
was never seen by most of the engineers now liv-
ing. It was called the "Swift," and was of small
power, about 10 in. cylinders by 18 in. stroke, with 4
ft. wheels coupled, and steam about .50 lbs. The
i-ylinders were vertical between the two pairs of
coupled drivers, and worked on to an independent
shaft. When I knew it, the trains between Middles-
brough and Stockton were worked with it. It seemed
to me subsequently to have been the model from
which our late vice president, Mr. Crampton, took
the idea for his engines ot the "Lablache" class,
which were put by him in later years on the Great
Northern, the Southeastern, and the London, Chat-
ham & Dover railways, though he used a crankshaft
and large wheels and greater power; but the idea of
the designer of the "Swift" hiid doubtless been to
take the shocks ot working away from the power
shaft.
I have now also to describe another engine tor pas-
senger train work, designed by the late Mr. Timothy
Hackworth, and the only one of its class ever made
tor England, though a somewhat larger one was
made and sent to Russia. This engine, the "Arrow,"
was the first made at Shildon with what may now be
taken as a locomotive boiler, that is, with a fire-box
and tubes. The peculiarities of its construction were
that it had cylinders 17 in. in diameter by 9 in. stroke,
and -5 ft. driving wheels. It was a six wheeled en-
gine with single drivers. It was supplied with a
cross shaft, or which were hung two solid cast
iron wheels. On each end ot this shaft a
lever was attached, by which the driver and fire-
man could pull down the solid or friction wheels be-
tween the periphery of the driving and trailing
wheels, thus temporarily connecting by friction the
large drivers and the small trailing wheels; in other
words, converting a single engine into a coupled one
when needed by greasy rails. The engine, as will be
clearly understood, was a bad starter, and never did
any good service. Many years after it was built I
happened to be in the north, and inquiring about
my old friends I was informed that the "Arrow"
was still at work, but that the short crank had
been taken out, and a !l in. put in, and this had been
done while still keeping the same cylinders. It was
effected by putting in a lever, the top end of which
was fixed on the boiler bottom; the piston rod took
hold of the middle of its length, and from the bot"
torn end the small end ot the connecting rod wiis
worked. 1 need hardly say that such a scheme did
not emanate from the brain of Timothy Hackworth,
but was, as I heard, the idea of a draper in Darling-
ton.
After this description of the early engines on the
parent railway, it will perhaps interest most of you
if I describe now some of the peculiarities ot how the
work was done by the men who were the pioneer
workers of railway engines.
In the first place, I will call your attention again
to the fact that all the engines up to and including
the "Swift," which was built in 1830 or thereabouts,
had only two eccentrics, which ot course necessita-
ted hand-working to start in either direction. This
of itself required a practiced hand to do, and would
lx)ther nearly every engineman of to-day, inasmuch
;is, since the abolition ot the old "Bury" engine of
the Ivondon & Northwestern Rjiilway, that plan has
became obsolete.
There was no brake of any kind on engine or len-
ders, a.- 1 have said. The only way of iiintroUing
the trains down the banks was to put the engine out
of gear, or for the fireman to drop ofT the engine,
and let off as many wagon brakes as he thought nec-
essary; and when they had to he taken off, he had to
repeat the operation of getting off and lifting them,
he himself then getting on the last wagon ot which
the brake had been down, and walking along the loj)
of the coals biick to the engine.
In my early days the engines were worked by con-
tract by the driver, who found coal, and every requi-
site, and was paid by ton ot coal moved. The "driver"
had two men in his pay, one a "driver fireman" and
the other a "fireman." The steam was got up on
Sunday night by the fireman: and the driver and he
ran the first train on Monday morning (u-s early as
coal was there to take) from Shildon to Middles-
brough, the then port ot shipment. On the return
to Shildon in about 8 or nine hours, the fireman wont
home, and the driver with his "driver fireman" ran
the second trip; and on the completion ot the second
trip the "driver" went home, and the "driver fire-
man" took charge as driver, and the "fireman" who
had been resting resumed duty :is fireman, and this
system was followed day after day. No trains were
run on Sunday.
The other duties of these men were somewhat as
follows: On the return after a trip the engine was
taken to the coal depot, and coaled with a shovel by
the men themselves ready for the next trip. If traf-
fic was plentiful the stay was short, and after a nieai
the engine was off again. There was no time table.
.\fter going about a mile from Shildon all the wagons
had to be oiled, as there were no grease boxes; the
engine was slowed down on the level to about three
or four miles an hour^ and the two men got down,
one on each side, with his oil can and a hazel slick
about 3 ft. long, at the end of which a piece ot oakum
was tied; and with this the underside of each journal
running in a cast iron plummer block was carefully
oiled. After all were done, they got on the top of
the last loaded wagon and walked back to the engine,
and away they went. This was repeated after about
12 miles when going in both directions. There was
no guard and no brake van, and so all depended on
themselves. As there was no van, il was necessary
in the day time to put a board up on the last wagon,
so as to be sure they had not lost any of the train.
At night a large pan of fire was affixed to the front
of the lender and to the last wagon for the same pur-
pose; and it was the duly ot the fireman to keep both
alight. There were no signals and no pointsmen,
each man taking care of himself and his train, and
keeping out ot the way of the few passenger trains
No passenger trains were run on Sundays, except
between Darlington and Stockton one each way.which
were worked by a horse. The carriage was on four
wheels without springs, and was made to carry six
inside and fourteen outside, including the coach-
man. It was like an old ordinary road "stage
coach"' with two front ends. The ordinary passen-
ger trains on week days had one first class with
three bodies, which could carry eighteen passen-
gers: and one second-class, also with three bodies,
which could carry twenty-four passengers.
One engine, not already described, which was also
put on the old line, was the first goods engine with a
crank-shaft, a tire-box proper, and a tubular boiler.
It was built by Kitching, of Darlington, about 1K3.S,
and was called the "Queen." It had four wheels only,
with cylinders below the level of the axles and in-
clined upwards. 13 in. in diameter and 18 in. stroke,
and outside frames. All the wheels were coupled,
and were of wrought iron. This engine was very
similar to engines made about 1S3!I and 1840, and
put on many other railways; il was used for years,
but with a pair of small wheels added behind.
The ••Clarence' Rjiilway, which is now, like Ihu
"Stocktons Dailington," part ot the present "North-
eastern," had mineral engines at starting very similar
to those I havedcscribod. This line ran from Coxhoe to
Port Clarence, with a branch to the old line, and
was a rival to it; and hence any coal fi-om Shildon to
Simpaslure, the junction.had to be worked by horses,
as it had no running iwwers, and the Stockton and
Darlington would not supply engines. Four wagons
were drawn bvono hoi^se; and there was attached to
the end what was called a "dandy carl," into which
154
THE RAILWAY MASTER MECHANIC.
September, 1890.
the horse was trained to put himself when the loadeti
wagons would run by gravity.
The lii:il outside cylinder engine ever made with
horizontal tylinders was put on this Clarence line,
and was built by Haxikworth and Downing on Shil-
don bank lop. This Hackworth was a brother of
Timothy, and afterward started with Mr. Fossick the
works at Stockton now known as "Blair's.'" The
engine had the usual return-Hue type of boiler, with
six wheels coupled, and cylinders of IS in. or 14 in.
in diameter and 20 in. 01- 22 in. stroke. Up to this
time all the mineral engines were innocent of fram-
ing, as it is now understood: all the parts for doing
the work of drawing and carrying were attached to
the boiler, and hence all were as light as could be
.\bout the time I first began to work, a stir was
being made in the matter of railways, and several
wore almost simultaneously opened in Kngland: The
.Manchester & Leeds, the Great Western, the Lon-
don & Southwestern, the Loudon & Birmingham, the
Derby & Birmingham, the Birmingham & Glouces-
ter, the Gloucester & Bristol, the North Midland,
the Grand Junction, the Midland Counties, the East-
e-n Counties, the York & North Midland, the Green-
way assisted the ln-ginniiiy of what has d./veloped
into the present system, and who unwittingly have
done more to civilize the world than any other
pioneers.
One of the greatest moves in a progressive direc-
tion was made about the year liUb, when the battle
of the gauges was fought, and when gigantic efforts
were made by all to outvie one anothei — Stephen-
sons, Hawthorns, Bury Curtis and Kennedy, Sharp
Roberts tSi Company, Fairbairn, Fenton Murray and
.Tackson, E. B. Wilson, and others. The revolution
in size of engine was then begun, with great diversity
of design, and against all sorts of ditliculties, chieHy
those arising from want of endurance of material in
rails and tires; and was carried ori at all costs till
the age of Sir Henry Bessemer, followed by Sir Wil-
liam Siemens, who gave the power to advance boldly
and introduce engines of greater power and endur-
ance than was possible befoi-e, when the endeavors
of all locomotive engineers had been directed to
keep down weight, and at the same time to construct
machines that could do the work demanded of them.
The relief came by the success realized in making
durable, strong and reliable material, which enabled
the railway engineers to carry out their views, and
to make the rolling stock what it now is. whereby
.\t the Chicago & Northwestern shops, at West
Chicago, 50 standard beer cars are now being turned
out. The loading features of these cars are thcciirc-
fuUy fitted inside lining treated with oil to prevent
absorption of moisture and a water tight lloor of
tongued and grooved wood caulked with wiiito iL-ad.
This Hoor inclines fioni the ^ido toward tli.> c. r.lor
to a metal trough runnin;; tlio loiigtli of llic car, and
Oi in. wide, the trough heing covered by ;i perforated
metal plate, laid in comparatively short section.s for
case in removing when necessary. The company
already has 250 of these cars in service and linds
them to meet admirably every retiuirement. The
cars are loaded about half of their height, and then
hay and ice are tilled in on top. The drainage and
refrigeration have been found perfectly satisfactory,
and by the careful construction and treatment of the
interior finish there has been no deterioration of
account from rotting. These cars are fitted with the
Westinghouse air brake, the Chicago vertical plane
coupler, and a new draw bar attachment, both of
which latter devices were designed at the North-
western shops. Mr. Schroyer, siiperintendent car
department of the road, has also tinder way 250 50,-
000 lb. Hat cars which are also fitted with the Chi-
cago vertical plane coupler and the draw bar rig-
ging referred to.
wich, the Croydon (atmospheric), the Blackwall
(rope), etc.
All the various locomotive superintendents of that
day having had the experience to study of the three
parent lines— the Stockton & Darlington, the Clar-
ence, and the Liverpool & Manchester — it was not
strange that many variations shoujd be introduced,
which it would be impossible to describe in detail in
such an address as this. Sufficient to say that some,
like Bury, adopted four-wheeled engines with inside
cylinders: some like -Alexander Allan, .lohn V.
(Jooch, and l''rancis Trevithick, adopted outside
cplinders; some had small drivers, and some had
largo; but all of them adopted, like Allan, single
drivers for ptissenger trains, and for many years all
adopted four wheels coupled for goods.
W<: have now arrived at 1S41 to 1S42, when rail-
rays had assumed proportions never dreamt of by
the early pioneers and engineers, and the work was
done by ditTeront types of engines, according to the
ideas of the different men who had the control. The
various designs, and wlio wore the designers, and
which was best, formed tlie subject of constant
letter wi-iling and paper war. An especially
notahlc case was between the firm of Bury and
Compan and those who advocated six-wheeled en-
gines, but to go into this is no part of my task,
neither is it to write about the disctjssions between
George Stephenson and Timothy Hackworth as to
the invention of the blast pipe, and between George
Stephenson and William llcdley as to who invented
the locomotive. All honor, say I, to all who in any
speeds can be safely attained and loads taken which
would have seriously disturbed the minds of our
predecessors; while still a profit is left after provid-
ing the increased accommodation demanded by the
ever-exacting public.
BRAKE AKRANGEUENT FOR SIX-WHEEL TRUCK.
The brake lever arrangement, shown in our engrav-
ing, for the application of brake shoes to the center
wheels of a six-wheel truck, is the system used on
the special cars of the Chicago & Northwestern Rail-
way.
The cylinder, levers and connections are the ordi-
nary Westingliouse type, with the Hodge system of
floating levers.
One end of the lever A is connected to the hand
brake shaft with the rod L and the other end with
the rod B, which leads to the truck lever V. This
truck lover has its fulcrum in the foiging I), which
extends from the end piece of the truck frame to the
outside transom. The lower end of the lover C con-
nects with one end of the Hoating lever J, the other
end of / being connected to the outside brake beam.
The c-eiitei-N of floating levers J and H are joined
will, 111. ii"l '. 111.' ends of the floating lover ii be-
in. -)ioct)vely to the middle and rear
l; ;. i: 1,1 - nnrit it will beseen that the prcs-
>n,/ ,.,,,,, , nil ihe wheels.
Tin , - is taken up at the turn
Inn . , ,. F and JS, which are so
Inrnii.l : ,i, iir ■ i ~i ly accessible to the brake
The Northwest Railroad Clnb.
The next meeting of the club will bo hold at the
union depot in .St. I'aul at 7:S0 p. m., Saturday, .Sat-
urday, September 0. Subject tor discussion, " Firc-
l>ox and Boiler Construction," to be introduced by
Mr. W. H. Lewis of the Chicago, Burlington &
Northern R. R.
The Illinois Central railroad is in receipt of loco-
motive equipment as follows: Twenty 10x24 ten
wheelers, from the Cooke Locomotive Works, of
which ten are delivered; 15 lSx24 six wheel
switchers, from the Brooks works, eight of which
arc delivered, and 25 lSx24 eight wheelers from the
Brooks works, which ai'c to be delivered between
October and January. All of these engines are
e(| nipped with the American driver brake, and
Westinghouse quick action train brake. The com-
pany has ordered 7-50 (>0,000 lb. coal cars from the
Wells & I''rcnch company; these cars will be fitted
with the Westinghouse quick action brake, and the
American continuous draw bar. It has also ordered
40 coaches from the l^uUman works, 20 of which
have been delivered; and 15 suburban coaches, and
five suburban smokers, from the I'uUman work*
which are yet to be delivered. In the Illinois Cen-
tral's own shops, at Chicago, ten fine mail cars are
being built, which are HO ft. long, inside measure-
ment. Ten baggage cai-s arc also under construc-
tion at the shops.
THE RAILAVAY MASTER MECHANIC.
LOMiliNULEK SYSTKM-CONSOLIDATED CAU HEATING CO.
NEW STEAM HEATING DEVICES
The Coiisolidalud Car Healing Company, of Al-
bany, N. v., pi'e8ents for the season of 18SI0-91 several
now (Icvices.of which we select the comming:ler stor-
age system and the trap cock for present illustra-
tion. The commingler system furnishes a direct
steam or hot water circulation at will, a single valve
makin;; the change tis frequently as may be desired.
It is applicable to any direct steam system of piping
llial may be in the cars. The trap cock obviates the
use of a thermostatic trap and is claimed to bo
absolutely non-free/.ing.
The basis of this system is the McElroy com-
mingler, which is already in successful and extensive
use throughout the country in connection with
waler-heatei-s. A small commingler, embodying the
same principles, but specially designed for this sys-
tem, is placed under opposite middle seats at the
side of a car and between the tioor of the car and the
sheathing, thus utilizing space not otherwise occu-
pied. Into this commingler, 'liA, (see engraving)
steam enters from the train-pipe, through the regu-
lating valve, o ii, at very low pressure— about two
pounds— and thence makes its way into the heating
pilKs of the car, following the course shown by the
arrows in the cut. As heat is given out the steam
condenses and the water of condensation returns to
the lowest part of the system — the commingler, 3 A
—where additional steam is continually and noise-
lessly injected into the water. In this accumulating
water heat is stored and mildly radiated therefrom,
until linally the whole piping Ixjcomes lilled and a
cii'culation of hot water is created by the steam,
which is noiselessly injected therein, through the
commingler, 3 A.
When the piping is full the surplus condensation
overllows through the overllow litting, :< A', and
Ihence through the trap cock, 2!1, down the pijie con-
iieitod therewith to the drip, whore it falls to the
ground. The trap cock, :!y, which wo will
describe further on, takes the place of a
thermosUitic trap. The drip cannot freeze, as it is in
metallic contact with the base of the commingler, 3
.1, which base is directly connected with the train-
]n)K, and so is always lilled with steam. This feature
of drip protection is patented, and is used generally
uiKin the systems of the Consolidated Cai'-Heating
Company.
Hy Queuing the drain valve. 3 i/, coi
wheel, 3 F, the water of condensati
rum the system and the apparatus then bee oiecs a I area of the diaphragm the pressure exerted
circu-
simple direct steam system. When steam is
turned on the car is quickly heated by direct si
wheel 3 F, is then turned, the drain valve, 3 II,
closed, and the direct steam system gradually
automatically converts itself into a hi
lating system.
Whenever, at stations or elsewhere,it is' desired to
avoid any drip, the trap cock, 2'J, is shut, and not a
drop of water can escape. This patented feature is
also applied generally to the systems of the Consoli-
dated t'ar Heating Co.
When the car is laid off for the night, or for more
than three or four hours (for three or four hours it
will keep warm from stored heat), the drain
valve, 3 if, and the regulating valve, 3 li. are
opened, and the entire system is quickly emptied of
;r, air entering up through the drip pipe and
■How fitting, 3 K. The car is then ready to stand
lent to lIo t, the steam inlet \dlve of any of the Con-
ohdated Cai Heating Co b sjsltm
The diaphidgm containing this 11 uid is placed in
piopci position in the cai to be ictuated by the av-
eia„e lenipeiatuie \. earn lotated by an index
1 \ 1 1 noted on the eentei of the diaphragm, com-
I I e llie diaphid^m to such extent as may bo
iui 1 to pie\ent the opei ition of the steam valve
I I til I lemiieidtuie of i_ degiees lb leached, conse-
quenllv It will be seen that b^ idjusting this lever
m leeoidan e with the dial dnj de„iee of temiiera-
tuiemaylx, m untainea that raaj be desired, be-
tween bb and - degiecb
The tiapcoek ma ked _i in oui laiger engraving,
and shown in detail herewith i a plug cock of spec-
ial pattein with an openinj, thiough the plug, simi-
lar in form to that of an hour glass. The linal aiJer-
ture in the center of the plug is T-i;4 of an inch in.
diameter. The plug is, however, so constructed
that this aperture can be reduced by turning a screw,
the head of which shows in the center of the trap
cock handle. A look nut holds this screw in adjust-
ment.
Careful experiment has demonstrated that an
aperture 7-64 of an in. in diameter will, under usual
steam pressui'e, just carry off the water condensed
from the steam which is rei|uired to keep the lai-g-
est car in a comfortable condition in cold weather.
If the weather is extremely cold and more steam is
admitted, the additional pressure will force the ex-
tra condensation through the oi>ening in the trap
cock. If the weather is mild and but little steam
is used, there is slight pressure and but little water
will pass through the opening. When the trapkiock
is once adjusted upon a car it requires no after at-
tention.
Small particles of scale easily pass through the
cock. Should it ever become stopped by any large
particle of dirt or scale, the handle can be reversed
from "open" to ''open" when the pockets shown in
the plug are also reversed in position and any ob-
sti'uction is at once washed out. In this way ob-
structions the size of a small marble or a ten-cent
piece will readily pass through the trap coi'k and lo
the ground. Such an obstruction, or even small
pieces of sjalc, will interfei-e with and often en-
tirely prevent the working of the usual thermostatic
trap.
The trap cock has always an opening C(|ual in area
to the opening in an ordinary thermostatic trap. It
is evident, however, that the equal area opening in
the trap cock, being in the form of a circle, will
allow particles of dirt of larger diameter to jrass than
out indelinitely in any leinperalure whatever, with-
out danger of any part of the apparatus freezing, and
is also in readiness to be quickly heated by direct
steam, when again brought into use. Like appara-
tus is placed on each side of the car, thus allowing
each side to be heated separately. Wbei'c the auto-
matic temperature regulator is applied it controls
the admission ot steam to both sides of the car.
This temperature regulator, which we hope to il-
lustrate in a future issue, is actuated by a lluid with-
in a diaphragm. The lluid is exceedingly sensitive
to change of temperature above BS deg. Helow this
ixiinl it remains passive. At, say US deg., or what-
trolled by the ever it may be adjusted for, it vaporizes and exerts
in is drained a pressure under the diaphragm; and owing to the
possibly could do so through llic long and extremely
narrow o|)ening of a thermostatic trap. The trap
cock can bo wholly closed when in stations and then
no water falls to the ground.
The other devices which ai'c presented by this
company for the season now o|)eniug are as follows:
.\n automatic temperature regulator, brielly men-
tioned above, by the use of which the temperature
can be maintained between (>(i deg. and Tl" deg.; a disc
drum system, which is applicable lo any water
heater, uses no steam inside the cars, has great
power and will heat largest sleeping cars; the con-
solidated steam coupler, which combines importanl
features of the Scwall, McKlroy and Westinghoii-.:
steam couplers, and can l>e used either with ball and
swivel or hose connection; a tire proof boater ap[>Ii-
156
THE RAIL^^/AY MASTER MECHANIC.
September, 1890.
(.-able to auy wiitei- circulatiiisf system; a lire proof |
healer with double coil, beintr the same in principle
as the precedinsr heater but with double circulating
coil, each coil being on an independent circuit and |
heating half of the cai-; a safety valve for water
heater, applicable to any water heater; a large ex-
pansion drum with partition, which experiment has
shown to greatly increase the effectiveness of any
walci- heater; a saddle for expansion drums,designed
for holding the drum in place on top of car; special
littings, extra strong, for car heating, the unions,
elbows and tees being patterned so that right and
left threads are at once distinguished; glass models
of eonsolidated heating systems, made lilce those
shown at the •) une conventions, and of great service
for instruction of trainmen and others in the care of
steam healed trains; a system of electric lighting
in an advanced state of preparation, which will light i
each ear independently and will involve slight tax
u])on the power of the locomotive; a storage system
for 'Meatiug street cars, and a return system, special- i
iy adapted for elevated railroads, which allows i
escape of steam, no water upon the ground and i
freezing of apparatus.
T
i
\(\
'^
-^i)f>'
p=>7]
■i
■i
■
p 1
i
1
1
Jl i
i ,
ii
i~ii
— L ,
'
"V. "
-UtM^
.\l the con
PROPOSED M. C B. STANDARDS | -j-
ntion of the MasCer Car-Builders' As- ! .}
socialion, held at Old Point Comfort, Va., in .June.
it wiisileeidud to submit the following reeommenda-
liun- I Ml -iiiiiliii ,N to decision by letter ballot:
.1.11 . m:inu .\nd lid for t)0,000-POVND
M iK STA.NDARD JOURNAL BOX FOR
The Lommittee which reported on this subject sub-
mitted drawings for journal box. bearing and lid
for KO.IKXI pound cars, and showed how the same lid
could be applied to the old standard 40,000 pound
journal box. The lid shown, which was of the
Fletcher form, of malleable iron, was pivoted above
I
I
i •
i
'*
i
ii f 1
1
!
^V
^ VIf^
^
jii!iiiiiii„rL_,.
.
ir
41
the bu.N. .\fter some discussion it was decided to
have the drawings modilied to show the lid pivoted
:il one side of the box instead of above. Such change
lias liiiii made in the drawings by the original com-
mittee, except that they have shown the pressed
stei'l lid, and the engravings given licj-ewith, show
ruspcL'tively the box, bearing and lid for H0,0()0 lb.
<-ars, aj ordered to be submitted ttt letter ballot, ex-
cept in regard to lids, which should be of malleable
iron.
The original drawings published with the report
of the committee showed the malleable iron lid, and
also how the pressed steel lid could lie u.sed in its
THE RAIL^VAY MASTER MECHANIC.
157
uspd on the ends of
I'KOI'OSED STANIIARI
stead; and if this journal box should be adopted as
standard, the drawings, when issued in the report of
proceedings, will show the malleable iron lid of the
same dimensions as this pressed steel lid and simi-
larly pivoted as standard, and will also show how
the pressed steel lid may be used as an alternative
when desired, as per the drawings.
As the essential points are the dimensions of the
lid and the arrangement as to pivoting, it is not
thought advisable Ui delay the letter ballot for the
purpose of ehanging the drawings.
The questions to l>e decided, therefore, on this
subject by letter ballot, are:
a \re.>ou in favor of the adoplion, as a standard of the
association, of the journal oox, bearing, (with wedge), and
malleable lid for tiO.IKKi lb. cars, as shown by drawings
when modified as above explained as to lid ;
h. Arc you in favor of the ado|ition, as a standard oi the
association, of the same form and size of malleable lid for
the standard journal box for 4U,tXMi lb. i-ars;
LO.M>ING U.^.RK .\.VD LOGS ON CARS.
The committee which reported on this subject sub-
milted drawings to show the recommended method
of loading logs and poles on cars, and a drawing
showing the racking of cars tor loading bark. .\f ter
some discussion of the report, which indicated that
tlie methods shown were favorably received, it was
decided to submit the recommendation as made by
the committee for adoption as standard, to letter
ballot, with the exception that the cross section
shown on their drawings for loading logs and poles
on cars should be omitted, because most railroad
companies prescribe their own cross siction limits
for lading, which might in some cases conflict with
this committees recommendations.
The drawings referred to were shown in our issue
of .July. IS^K), page IH.
The following questions are therefore to be de-
cided on this subject by letter ballot:
r. Are you in favor of the adoption of the plans shown
for loading logs and poles on cars, as standards
d. Are you in favor of the adoption of the plan for rack-
ing oars for loading bark as shown in the engraving as
standard '-
1>RAW-H.\RS AND S.XFETV CHAINS FOR I'A.SSF,NC;E« :
EQflPMKNT CARS.
The comittee which reported on this subject recom-
mended a standard height for draw-bars on passenger
ciuipment cars of .S-d inches, from top of rail to center
of draw-bar, and they showed in their report that
this ligure is already pratieed on the majority of
ears reported.
The convention stipulated that this measurement
should bo taken when the car is unloaded, and that
the ijuesl ion thus modified should be submitted to
letter ballot.
The committee further recommended, in regard to
Siifety chains, that the size and arrangment of links
and hooks, and location ot same upon the end of the
car, be as shown in engraving herewith, with all
links made of ; inch iron, and li inches wide inside.
After some discussion of this question, in which it
appeared that there would be no objection to having
a standard location for these safety chains although
all parties might not be able to locate them exactly
at the point specified, and in which it also appeared
desirable to have an elastic attachment ot the safety
chains to the car framing, it was decided to submit
the whole question to decision by letter ballot tor
adoption as a standard, as shown in the engraving.
The questions therefore to be decided on this sub-
ject by letter ballot arc as follows:
c. Are you in favor of the adoption as the standard
height for drawbars on passenger equipment cars, of :»
inches from lop of rail to center of draw-bar. when car is
light:
/. Are you in favor of the adoption as standard, of the
size, location and arrangement of safety chains for passen-
ger equipment cars, as shown in the engraving, with all
links made of '\ in. iron, and V-^ in. wide inside:
BRAKE BEAM LEVER.
The subject ot master car builders' standard tor
air brake levers adopted in 1889 was discussed in the
convention,and upon motion it was decided to submit
to decision by letter ballot, the question ot the an-
gular ijosition of brake beam lever, in the following
form: That the lateral angle of the brake beam lever
be 40 degrees.
It should be understood that this means that the
angle contained between the plane in which the
brake lever moves, and the vertical longitudinal
plane of the center ot the car, be +0 degrees.
The question therefore to be decided on this sub-
ject by letter ballot is as follows:
g. Are you in favor of the adoption, as standard, of 40
degrees as the lateral angle which the brake beam lever
makes with the vertical:
TR.\LS' PIPE FOR STEAM HEATING— STAND.ARl)
In discussing the question of steam heating of pas-
senger equipment cars in convention, it was shown
that much delay might be avoided if a standard fit-
ting on the ends of train pipes tor steam heating
were adopted by the association, so that any railroad
company receiving foreign passenger cars might re-
move couplings which.would notoperale with theirs,
and substitute theirown couplings without difficulty,
if only a standard titt
the train pipe.
It was moved that a standard litting for this pur-
pose should bo a :; in. female litting with a standard
pipe thread. This motion prevailed, and the ques-
tion was ordered submitted to dc.-ision by lettiT lial-
lot, as the standard of the a.ssociation.
The question therefore to be decid.nl on tliis
subject by letter ballot is as follows:
/t. Are you in favor of the adoption, as a standard of the
association, of a litting on the ends of train pipe for stenni
healing, consisting of a i in. female pipe lilting with stun
dard pipe thread !
The above questions have now been sent, out for
letter ballot. All votes must be yes or no, no qualify-
ing votes being counted. All votes must be in the
hands ot .Secretary J. W. Cloud, !)74 Rookery build-
ing, Chicago, III, before October 7.;
BOILEE FURNACES-THE ftUESTION OF THICKNF.SS
OF PLATES AND THETBANSMISSION OF HEAT
\i\ W. ICll.vi.NoniN vxn Ai.EX. Tavi.oi..
Recently the thickness ot the plates forming the
furnaces ot marine boilers has been increasing, but
they have now got to a thickness beyond which a
good many engineers hesitate to go, and therefore at
this time a discussion ot the question whether to go
farther or to stop will be both opportune and valu-
able. Not very many years ago a plat(^ of i-in. was
considered to be the thickest that could, or at any
rate should be used for a furnace, and the supple-
ment to Spon's "Dictionary ot lingineering" says
that plates of as great a thickness as J-iii. have been
used; but this information is accompanied by a warn-
ing that serious results may be expected to follow.
It is some time since any hesitation was felt in using
i-in. plates, and at present very tew engineers, the
writers believe, object to plates a-in. thick, but they
think that oven this thickness may be greatly In-
crea.sed, and one of their chief objects in writing
these short notes is to elicit the opinion and experi-
ence of the members ot this institution regarding
the employment for high-pressure marine boilers of
what would be usually designated thick cylindrical
furnaces.
The writers have advocated and employed from
the very commencement ot the introduction ot high-
pressure tr. pie-expansion engines for marine pur-
poses plain cylindrical furnaces, that is, furnaces
without corrugations, rings, or change of form and
section of any kind; and they are able to assert, after
years ot experience ot their use, that such furnaces
have given no trouble, and have been in every re-
spect satisfactory up to a thickness ot J-in.; and
their conlidence is such after this experience that
they would not hesitate to still further increase the
thickness if the circumstances of the case required
it, and they now ask (and this is the essence ot the
whole question) if there is any proof and example of
a case where a furnace has tailed in any way merely
on account of its thickness being too great?
This question is very important at this time and to'
this district, because here a large number— we be-
lieve the larger proportion ot furnaces for boilers
built on the Tyne— are now made of the "plain" de-
scription, and because the board ot trade demur to
pass furnaces it they are made of a greater thicK-
ness than a-in. The reason given by the board of
trade for this is that they have no iiroot that the
temperature in the thicker plates is not so much
raised as to reduce the factor of safety. We think
that this is not the case, because of the deductions
to be drawn from experiments and tormuhi- to be
presently referred to, but especially from the fact
that we have had thicker furnaces in use toi- the last
eight years at sea which have not changed in form,
and are in every way ellective to-day. The writers
have knowledge and complete reports concerning
furnaces in boilers of 100 lb. pressure, made ot about
f-in. plate, which have now been worked continu-
ously at sea from three to touryears.
These furnaces are steel. If they had been iron,
which is more subject to lamination, some ot them
158
THE RAILW^AY MASTER MECHANIC.
Feptembkr, 1890.
jiioliably would have taileil from this cause. The
reason for the failure of a laminated plate \fill he
iifcried lo further on.
The important points to invostigato in connection
with furnace plates would appear to be (1) the intlu-
ence of the thickness on the transmission of heat
through them, and (2) the eft'ecl of this thickness in
raising the temperature of the interior of the plate.
With regard to transmission of heat, it can l)e shown
that the sum of the resistances at the two surfaces
is so much moiv than the resistance to conduction
through the bod.v of the plate itself, that any thick-
ness likely lo he required to furnish strength due to
compression or length can have little effect, and cer-
tainly would not he prohibitive or dangerous. The
writers' e.^perience of hundreds of what would be
OAlled liy some engineers very thick furnaces, con-
firms this statement.
IXankine, in his work on the steam engine, gives
the total thermal resistance of a plate
= {y' + y} + ■■< X.
when (y' + y] is the resistance of the two surfaces,
and .■! X the internal resistance of the plate to con-
duction of heat.
We have given
1
-H B (T' - T
when s=-0043 for iron,
s=thickness in inches of plate,
A=1'5S for dull metallic surfaces,
B=-no:i7
and T' and T=the temperatures of the lluids in
lonlact with the two surfaces.
The writers propose to take IT' T) = aXK) deg.,
which is a much larger value than is likely to obtain
in most marine boilers. But this will be referred to
again.
If we compare, according to the above formula,
the resistance of i in. and J in. plate, we find that
the total resistances are as oSO : oSo. That is to say,
that by adding i in. to the thickness of a S in. plate
the resistance it offers to the transmission of heat is
only increased about 1 per cent. This shows how
little mere thickness can have to do with this part
of the question. But this was well known long ago,
for Rankine says:
"The external thermal resistance of the metal
plates of boiler Hues and tubes, and other apparatus
used for heating and cooling lluids, is so much
greater than the internal thermal resistance, that
the latter is inappreciable in lomparison; and conse-
cjuently the nature and thickness of those plates has
no appreciable effect on the rate of conduction
ihi'ough tliem."
.\nd he also states thai the results of experiments
on evai)orative results of actual boilers justify the
disregard of the effect of thickness on the rate of
transfer of heat.
Mr. Ishei'wood made some experiments in ISHT on
the transmission of heat through plates varying
from i inch to I in. in thickness where one side of
the plate was exposed to steam and the other to
water, and he states that the thickness di-l not
measurably inlluence the result. It is true that
those plates are not very thick; but the variation in
thickness is very considerable, and as far as the ex-
periments go they afford a remarkable conlirmation
of what has just been stated. In the instance here
given of course the plates were clean, that is, they
had no "scale"' on them, but it is probable that scale
would affect the action of a thin plate in the same
way as a thicker one, and apparently they are on a
par in this respect. Hut heating and distortion due
lo scale and many other causes is often only local,
that is, over a small surfaci-; and in case of any dis-
tortion of this kind a thick furnace would probably
he much safer than a thin one, as the plate would he
stiff enough to resist any dangerous change of form
adjacent to the over heated portion; besides the
stiffness would check the distortion of the over-
heated portion itself, owing to the support it would
afford.
There can be little doubt that so far as the quan-
tity of heat transmitted through the plate is con-
ceined. the thickness can be still further increased,
but the increased temperature of the plate itself due
to this increa.se has y el to he considered. The
writers at once admit that this part of the subject,
although much more important than the first, is not
so clear, and the investigation of it much more diffi-
cult. Considerable thought has been bestowed,
therefore, on this point, and the writers hope that at
least an approximate determination of the tempera-
ture in the plate has been arri\ed at by the method
now to he explained.
Above is a calculation of the total increase of re-
sistance to transmission of heat for a 3 in. !\s com-
pared with a « in. plate; but the writers think that
the employment of a 1 in. idate would be quite safe
for a boiler furnace, and the ligures which foUbW
refer therefore to a plate of this thickness. Taking
the same formuke as referred to in that calculation
for I in. plate and 3,000 deg. as the difference in
temperature between the fire in the furnaces and
the watei in the boiler — which we may call the head
of temperature which is available to cause the flow of
heat from the gases to the water — it is found that:
o:x:u' : : TMi : 43 : 17=2,<JS2 deg. : aJS deg. : 110 deg.
isum=3,000deg.)*
That is, that the head of temperature between the
furnace gases and the inside surface of the furnace
plate (that is the side exposed to the fire) is 2,682
deg.; and the difference of temperature between the
inside and outside surface of the plate itself is 228
deg.; and the head of temperature between the out-
side of the plate and the water in the boiler is i)0
deg. This calculation— as will be seen at once— en-
tirely depends upon the_ assumption that the head of
temperature would be proportionable to the resist-
ance, which seems a reasonable assumption, and
which it is believed cannot be far from the truth.
Taking this, it follows that the mean temperature
of the plate, if we take the temperature of water due
to steam of lliOdeg.pressure,will be S70-f-fl0-|-* (228) =
574 deg., which would be the temperature somewhere
about the middle of the thickness of the plate; but
even if, as might be urged, the extreme inside tem-
perature should be taken, then it is still only 688
deg.; and since, we believe, iron up to 600 deg. is not
deteriorated in strength, it may be said that a plate
of this thickness is within the limit of safety, as any
decrease of strength at 688 deg., if it takes place at
all, must be very small.
If this calculation is true, then the temperature of
a furnace plate is much nearer the temperature of
the water in the boiler than that of the heated gases
in the furnace, due to the very great resistance at
the surface in contact with the light heated air and
gases. The relative resistances here given are quite
confirmed by observations on the reverse process of
cooling heated metals in gases and in liquids.
The failure of a plate having a laminated portion
in it is now readily explained, for that portion of the
plate which is on the fireside being bounded on two
surfaces by air or gas offers so much resistance to
the escape of heat on the side furthest from the fire
that the plate is heated to such an extent as to ex-
pand into an arched shape, forming what is called a
"blister." This was an occurrence, unfortunately,
only too frequent when iron plates were employed.
It may be surmised here, that it is probable steel
plates will offer less internal resistance to the trans-
mission of heat and will therefore be less raised in
temperature, on account of their homogeneous na-
ture, than was the case with iron plates, which had
to some extent a fibre running across the direction
of transmission of heat, and therein most likely un-
favorable to it.
In conclusion the writers wish to point out that
they have in their calculations taken the tempera-
ture of the fire a-s high, or even higher than is likely
to be got in a marine boiler furnace as at present
worked. If wc calculate the transmission of heat to
the water in a boiler working at 160 lb. pressure, and
if the difference of the temperature at the furnace
was 3,000 deg., and the temperature of the chimney
* In some experiments the writers made they found that
the resistance to transfer of heat from a metal surface into
air to be 30 to 3.5 times the resistance into water. Taking
the least of these o X o' are proportioned :iu : 1.
gases 670 deg., we find that each square foot of heat-
ing surface transmits 16,650 uni s of heat per hour,
and as each pound of coal burnt, supposing a total
value of 14,5110 gives under these conditions of work-
ing 12,000 to the boiler, then for each foot of heat-
ing surfaeo we should have to burn ^|^ = 1-38 lb.
of coal, and as a common proportion of heating sur-
face is 30 square feet per foot of grate, we should
have to burn nearly 42 lb. of fuel per foot of fire-
grate to maintain these temperatures. This is more
than double the quantity almost cvei' burnt, there-
fore the case that has been taken is an extreme one.
Of course whatever reason can be adduced for
thickening up furnaife plates applies equally to the
plates of the combustion chambers, and the impor-
tance of the whole subject, especially in view of the
probable further increase of working pressure in
marine practice, must be very great to an institution
like this, and therefore merits its earnest considera-
tion.
Master Car and Locomotive Painters' Association.
The twenty-first annual convention of the Master
Car and Locomotive Painters' Association will he
held at the American house in Boston, Mass., on
Wednesday, September 10, 1890, and continue in
session three days.
The association extends an invitation to all master
car and locomotive painters throughout the states
and Canada, to attend the convention. Boston beigg
the birthplace of the organization, it is expected
that more than the usual interest will be taken to
make this meeting both interesting and profitable,
and it is desired that every railway paint shop as
well as car and locomotive -ehops, will send a dele-
gate. All foremen car and locomotive painters are
eligible to active membership and they are cordially
invited to attend, whether they desire to enroll
themselves as members or not.
The advisory committee, whose duty it was to
select subjects for discussion at this annual meeting,
have thought it best to dispense with the customary
programme of subjects, and invite all wha attend to
introduce for general discussion the questions which
most interest them, and which may be made more
clear by the different views and opinions expressed
in the convention; and it is requested by the advis-
ory committee that any member or delegate having
a subject which they desire to bring forward will
send it to the secretary ten days previous to the
meeting, so that a printed list of the subjects can be
prepared. They will also come prepared to intro-
duce the question, giving their own practical exper-
ience and views thereon, and by this means draw
out the different methods practiced and the formulas
and plans adopted for finishing the different parts of
the work, whetlicr it be priming, surfacing, coating,
or varnishing, cleaning for revarnishing, or the care
of the car after it has gone into service. A general
discussion on the several questions will give to the
convention the benefit of any improvements that
have been made in the past year in the painting of
cars and locomotives.
A part of the programme of the last convention
held at Chicago was laid over until this meeting for
want of time to discuss it, and will undoubtedly
draw out many points of interests when information
is given on the following questions:
1. Is it a benefit or a detriment to an under coat of paint
to have an eggshell gloss ;
a. What is the best way to test the ijuality of .lapan be-
fore mixing into i>aint?
3. Should hard and soft woods be primed or treated alike
to make a good and lasting job of painting;
4. What is the best one coal of paint tliat will hold rust
back the longest)
'}. Which color will sfiow up tlio best on a locomotive and
tank after eight or ten months of service, ivory black,
lamp black, or Brunswick green;
0. What is the best and quickest method of removing old
cracked and scaly paint from engine driving wheels, domes,
and other rough castings ;
r. Which is the most economical method of laying gold
leaf, to use direct from the book or to cut into strips to
suit the stripes, letters, etc ;
8. Have we chemical eradicator for iron rust ;
Members who may be unable to attend the con-
vention are requested to forward to the secrctar.y
SEPTEMBER: 1890.
THE RAILWAY MASTER MECHANIC.
prepared on any of
any subject of gen-
len such reports or
;redit given in the
official report of the proceedings. Robt. McKeon,
of Kent, Ohio, is the secretary of the association.
such reports as they may
the questions given above
I'ral interest to the meetin
papers will be read and
The following memorandum prepared by Prof,
.lohnson, of the Washington University, at the re-
quest of the National Hollow Hrake Beam Co., pres-
ents some interesting calculations as to the relations
between the braking forces, loads and velocities of
wheels:
DeI'AIITMEXT OF Civil. EXGINEEBIXG,
St. Loris. Mo., March 21, 1SS9. I
National Hollow Brake Beam Co., St. Louis, Mo. :
CiEXTLEMEN— At your request I tiave investigated the
subject of the relations between the braking force which
may be applied to car wheels, and the loads on the same,
without danger of skidding the wheels.
The most reliable data for this purpose are the experi-
ments made by Captain Douglas Gallon and George West
inghouse. jr., in ISTs.
The coefHcient of friction between steel tired wheels,
and steel rails, when starting from rest, or when beginning
to slide, is 0-343. As soon as the wheel begins to slip this
coefHcient falls suddenly to less than Ul.
The coefficient of friction between cast iron brake shoes
and steel tired wheels varies both with the speed of the
train, and also with the time the shoe is applied.
I have computed the ratio of the braking force which is
just sufficient to skid the wheels, to the load on the wheels,
for dififerent velocities, and for different times.
These results are as follows :
Ratio of braking pressure to weight on wheel.
Velocity in t„,-.;oi .\fter After
miles per hour. '"""*' .=, sec. 10 sec.
1-96
By the aid of this table we can tind at once the brake
pressure required to skid the wheel.
Example I. Take a rJ.OOO lb. car, with 13 wheels, S of
which have brake shoes. What is the maximum braking
force that may be used without skidding the wheels at, say
10. -30 and m miles per hour^
The journal friction is so small that it may be neglected
in such a problem.
The weight on each wheel here is i5,000 lbs. By the above
table the braking force on the wheel, at 10 miles per hour,
maybe 1 OT times the load on the wheel, at the beginning,
but after ."i seconds it may be increased to lli'i times the
load on the wheel.
That is, the force may be li.WO lbs. at first and 7,000 lbs.
after 5 sei-onds on each wheel, before they will skid.
At 30 miles per hour we have :
6,000 X 1-34, at first 7,400 lbs.
8,000 X l.V<, in .5 seconds 9,.500 "
6,000 X 1-80, in 10 seconds 10,800 "
At 30 miles per hour, we have:
6,000 X 14.1 at first 3,700 lbs.
6,000 X 3 20 after .i sec |.'),300 "
6,000 X 3 :t7 after 10 sec 14.300 "
Similar computations could be made at other velocities
by using the corresponding values given in the table.
Example II. A car weighing .10.000 lbs. with S wheels,
one shoe on each wheel. What loads may be applied to the
shoes at velocities of 5, lO and l.i miles per hour without
causing the wheels to skid ;
Here we have cast iron wheels instead of steel tired
wheels, but since we have no good experiments on cast iron
wheels, we shall have to use the above table. The coeffici-
ent of friction is probably less than on steel tired wheels,
and hence the forces that may be applied will be too small.
Here we have :10,0«0 -h S = 3.7.50 lbs. on a wheel.
At 3 miles per hour, we have:
3,750x100 ;j.750 the maximum force.
At to miles per hour, we have :
3,750x107 4.000 lbs. at first.
3,750x110 4,3t0 lbs. after 3 sec.
At 15 miles per hour, we have :
3,750x113 4..300 lbs. at first.
3,7.30 xl-Sfi .i.lOOIbs. aftero sec.
By examining the tables we see that the allowable pres-
sure increases very rapidly with the time it is left on.
aing say .iu miles per hour
the initial pressure may be about twice the load on th'
wheel, but if in 5 seconds the velocity is only reduced to ;3;
miles per hour the allowable pressure may be 3o times thi
load on the wheel. Finally when the train stops the allow
able pressure can only be 0-96 of the load on the wheel.
This table is here computed for the first time, so far as
know, and is obtained directly from the experiments ahovi
" ' I believe it gives as near the exact facts as can b
Very respectfully yours,
J. B. Jonxsox,
Prof. Civ. Eng. and Director Testing Laboratory
obtained.
and Brakes— Two
In its report to the bouse on Ihu Henderson bill
requiring the use of automatic brakes and couplers,
the committee brings up a novel point as to the costs
involved, affirming that it now practically costs the
brakemen $2,000,000 anuually for disabilities caused
by the old fashioned couplers and brakes. The coin-
mi tte says :
The principal objection that can bo brought
against the passage of the bill is that of the cost it
will be to the railroads. Perhaps in the end the
outlay for safety and automatic couplers and power
brakes would be a good investment, aside from the
question of humanity. But admitting the weight of
the plea of expense, are there not two sides to this
question of cost?
So great is the risk to life in the brakeman's occu-
pation that insurance companies refuse to carry the
risk of a freight brakemans life, and these brake-
men have been forced to organize their Brotherhood
of Railroad Brakemen to carry their own risks.
The maximum sum for total disability allowed is
$1,000. The Brotherhood of Brakemen now numbers
in its order about one-fifth of the brakemen of this
nation, and still they pay an average of a total disa-
bility daily. (See letter of their grand secretary and
treasurer to Interstate Commerce Commission, page
33.S of report for 1889.)
This means that these brakemen out of their
scanty wages pay not less than $.S65,000 annually to
their unfortunate brothers, and to their families. If
the order included all the brakemen of the nation,
than at the same rate thev would pay from their
limited funds $1,825,000, almost .$2,000,000 annually,
for disabilities which in nine cases out of ten are I
traceable to the old couplings and brakes. This j
disposes of the money argument. |
At the Brightwood shops of the Big Four road
the tube rattlers are carried on friction rollers
placed St each end. The results are found much
more satisfactory than with the old way of mount-
ing the rattler.
NEW 30-INCH TBIPLE DBUM SANDER
Among the notable recent productions of th
Egan Company is their new sand-papering machine,
which has so many elements of convenience and ad-
vantage about it that it has become a standard ma-
chine, being now in large demand from this country
and abroad. We display on this page an illustra-
tion of this new machine, and describe it as follows:
It is the latest improved triple drum sand-paper-
ing machine. It has all the advantages of the
builders' celebrated double drum sander, with the
addition of an extra drum, making three drums in
all, and all three drums fitted up with a new im-
proved device for vibrating them. Kach drum is
made with a new patent paper fastener, which saves
time in putting on paper, as well as allowing the
whole surface of the paper to be used. The last
drum is also lilted up with a patent brush attach-
ment.
The frame is very heavy, and in its design strength
is sought in all its parts. All ihe necessary parts
are planed perfectly true, making a very reli-
able frame capable of standing any amount of
strain. The feed consists of eight steel feed rollsf,
all heavily geared, insuring a positive feed, which is
absolutely necessary in a first-class sand-papering
machine. All of the upper pressure and feeling rolls
are raised and lowered by one movement, and the
feed rolls are so arranged that short stock can be
polished to advantage, and each piece fed through
the machine independent of the other. The three
pressure rolls, one over each drum, are made to
raise and lower parallel, independent of each other.
The patent bruoh attachment to which we have
referred being placed inside of the last pair of feed-
ing-out rolls, the work is thoroughly brushed and
free from dust before going through the last pair of
rolls. The Egan Company have the exclusive right
to use the brush this way, and assert that there is
no doubt but that it is the only pi-actical and reliable
brush attachment on any sand-papering machine
made.
The drums are made on an entirely new principle,
having only one fastening for the paper, and the
paper can be tightened instantly at anytime desired
by simply turning a wrench. All three drums ar
THE RAILWAY MASTER MECHANIC.
September,
made to vibrate, or they can be run straight if de-
sired. The ends of the machine can be removed,
giving^ access to the drums. Eich drum is pro\ided
with separate adjustments for raising and lowering
These machines will be found invaluable to cfr
builders, railroad shops, and all desiring a first-class
finish on wood work. They embody all of the Egan
Company's first patents, both on the drum and brush
attachment and gearing, as well as other parts.
The machines are made in various sizes— 24, 30. S6
and 42 inches wide, all working to 4 inches thick.
Further information in regard to this tool may be
obtained from the makers, the Egan Company, Nos.
216 to 2;W West Front sireet. Cincinnati, Ohio.
HEAVY ORINDINCi .MACHN'E.
Stiengthened Woodan Pipe.
The Wyckoff Pipe Co., ot WiUiamspoi-t, Peuna.,
is enjoying a rapidly increasing trade iu its wooden
water pipe. Its annual sales three years ago were
tiO,000 ft., but last year the sales were over 600,000
feet, a truly notable gain. This wooden pipe
is produced in the form of. water pipe, column
suction and discharge pipe, steam pipe casing, pump
tubing, tubing for underground wires, etc. The
strengthened water pipe is made in sections about
eight feet long, of white pine logs. They are first
bored the desired size with a patent auger of a pe-
culiar construction which makes a perfectly smooth
bore. The pipe is then turned off in a lathe, tak-
ing off the sap and leaving a shell of the required
thickness. They are then placed on the banding
machine, and commencing at one end the
hoop iron bands are wound on spirally, the
entire length of the pipe and pressed on so
clo.-ely by steam power as to be completely imbedded
in the wood. The pipe is then subjected to a test
by a hydraulic pressure from -50 to 300 lbs. per square
inch, according to the strength of the pipe made. It
is then coated with a heavy coat of asphaltum ce-
ment, which prevents any corrosive substance from
reaching the iron bands and also preserves the wood.
They are connected by socket joints which are per-
fectly tight on being driven together. The round
coated pipe is made in the same manner as the
strengthened pipe, excepting it is not wound with
iron. This pipe will stand a pressure ranging from
10 to lo lbs. per square inch. The plain square pipe
is made from pipe sawed square, and makes a very
cheap water pipe. It will stand from 30 to 50 ft.
pressure.
The same concern is engaged in the'creosoting of
lumber, telegraph poles, railroad ties, bridge and
wharf timber, etc., under the name of the Wyckoff
Creosoting Works, using the dead oil of coal tar,
forced into the wood under high pressure.
The Soule Bawhide Daat Oaard for Car Joarnal Boxes.
Large numbers of the Soule Oust guard have been
in use for some years on several railroads, and it is
very favorably spoken of. Its specific feature is the
interposition of a strip of rawhide between the wood
of the guard and the journal. The rawhide used is
of great hardness, approaching horn in this quality.
It is not dry, like horn, however, but contains a
greasy or lubricating material, which enables it to
resist wear for a very long time. These dust guards
are light and durable, and have proved efficient
under long continued and severe tests. The prices
at which they are offered seem to be very reason-
able. Mr. Wm. S. Soule, 73 Kingston street, Boston,
is the patentee and manufacturer of these dust
guards.
Heavy Orinding; Hachise.
Our illustration shows a heavy grinding machine
designed for large work. In its design strength,
neatness and durability were sought. It will run
two wheels up to 34 in. in diameter.
The machine is constructed through-
out with a finish equal to the best
makes of engine lathes, and is adapted
for use in any foundry or machine
shop. It has steel spindle, engine lathe
boxes, arms for rests both front and
back, each rest being provided with a
wrench permanently attached to its proper place,
and patent levers for securing the rests firmly to the
frame. The bearings are so enclosed as to prevent
the admission of emery dust. Brass oil cups with
patent oil feeders are used. A surface attachment
to use on this machine is provided when desired.
Ill fact, the machine is fitted with all the latest im-
provements of its makers, the Diamond Machine
C' mpany, of Providence, R. I.. We append a few
dimensions of this machine, viz: Weight, with coun-
tershaft, 1,100 lbs.; distance between wheels, 40 in.;
length of bearings, 8i in.; height from floor to cen-
ter of spindle, 32 in.; size of base, 26x38 in.; speed of
countershaft, 350 revolutions per minute.
We recently came across a neat little "kink" for
draughtsmen, which, like most useful devices, was
extremely simple. It consisted merely of a piece of
tracing cloth about 4x7 in. pasted on a piece of card
of the same dimensions, with the corners rounded
off. On the cloth a number of circles of different
diameters ranging from 3-64 in. to 1 in. were drawn
in ink. Above each circle was marked its actual
diameter, while below- it was the size it represented
on a scale of H in. to the foot. After the figures
were all on, the face of the cloth was shellaced over
to prevent the ink rubbing from contact with moist-
ure. Its use is obvious, and besides saving consider-
able time, it does away with the necessity of stick-
ing the point of a compass into a scale, to the detri-
ment of the latter. Ot course any draughtsman can
make one for himself to suit the scale he most fre-
quently uses. He should be sure, however, to draw
the circles after the cloth has been pasted on the
card, otherwise the shrinkage will seriously inter-
fere with their accuracy. We understand that Mr.
.1. W. Beach, late of the Erie road, got up the first
of these handy little laboi savers.
PERSONAL.
Mr. Thomas L. Chapman, superintendent o
power, of the Central of Georgia, has resigned
posi
tion and has been succeeded by Mr. A. W. Gibbs. master
mechanic of the Richmond & Danville, at Alexandria, Va.
Mr. George W. Tilton, superintendent of motive power
and machinery of the Chicago & Northwestern Railroad,
died. August 17, from injuries received in a derailed car.
Mr. Tilton received his mechanical training at the Man-
chester Locomotive Works and had been connected with
the mechanical department ot the Chicago & Northwestern
for many years.
Mr. E. T. Silvius has resigned his position as master me-
chanic ot the Jacksonville, Tampa & Key West Railway,
but retains his position as master mechanic of the Jackson-
ville, St. Augustine & Halifax River Railway. His head-
quarters are at St. Augustine, Fla.
Mr. H. M. Montgomery, formerly chief draughtsman in
Mr. Henney's office on the New York & New England, has
been appointed mechanical engineer of the Morton Car
Heating Company, of Baltimore. His headquarters will
be at the home office in Baltimore.
We regret to learn of the death of Mr. W. H. Lawrence,
who for the past 1.5 years has been an eiHcient and honored
representative of the A. French Spring Company. Mr.
Lawrence made friends everywhere he went and stood
very high with his firm, which does honor to his memory by
sending out a feeling notice of his demise.
Mr. L. C. Higgins, purchasing agent of the Lake Shore
& Michigan Southern Railway, died September 1, atter a
short illness. Mr. Higgins had been with the Lake Shore
road for 1.5 years, and was widely and favorably known all
over the country.
Mr. W. H. V. Rosing,
draughtsman in the offl'
Schlacks, of the 111
ceived a promotion wt
been made
. and Pontiac dii
Chicago, being
Durrell, formerly
which road he le
old Michigan &
& Mackinaw, ha
who has for many yeai-s been chief
e of Superintendent of Machinery
aois Central Railway, has re-
ch he has long merited. He has
naster mechanic of the Chicago
isions. His headquarters are still at
at the Weldoa shops. Mr. D. J.
chief draughtsman of the Illinois Central,
:t, we believe, to enter the service of the
Ohio Railway, now Cincinnati, Jackson
i been selected to fill Mr. Rosing's place
as chief draughtsman on the lUinois Central.
Mr. E. M. Herr, who has been long in the service of the
C, B. & Q. in various capacities, has been made assistant
general master mechanic of the Chicago, Milwaukee & St.
Paul Railway. All of those who have had the pleasure of
an acquaintance with Mr. Herr have known that he is one
of those young men who are bound to rise, and will be glad
to hear of this last upward step, Mr, Herr's experience
has admirably fitted him for the office which he has ac-
cepted. His first service with the C, B. & Q. was, we be-
lieve, as engineer of tests. He was detailed while there to
take charge of quadruplexing the telegraph line from Chi-
cago to Burlington, and did this work so well that he was
made superintendent of telegraph. He was subsequently
made division superintendent at Beardstown, and after
that division superintendent at Galesburg, which position
he now leaves to enter the service of the St, Paul road.
SUPPLY NOTES.
—Messrs. Tower & Lyon. 95 Chambers street, New York
City, arenowsendingouttheirnew illustrated catalogue and
price list,"No.7." It embraces tte'various hardware special-
ties which they manufacture or represent, inoludinp me
chanics' tools, Stephens' vises, brass and malleable iron
and Scandinavian padlocks, etc.: also, lamps and lanterns
for railway and special uses.
—The Sterling Emery -Wheel Co., of West Sterling,
Mass., announces that it is about lo move to Tiffin, O. It has
outgrown its present buildings, and will have at Tififln a
space of iiOOxeO feet for immediate occupancy. It will also
have the advantage of natural gas~a very important item.
The company has already many large customers in the west
and will undoubtedly greatly profit by locating itself in the
center of a region in which manufactures are being so
rapidly developed. The earthernware business of the
company will continue to be carried on at West Sterling,
Massachusetts.
—We are informed by Mr. R. G. Chase, of the Williames
Car Heating Company, S9 State street, Boston, that the
patent office has altered his claim for a patent coveiing ex-'
actly the construction of the system as placed by him on
the Pennsylvania road, and also on the Central Vermont_
This is a substantial success for Mr. Chase, whose pluck
and patience in the car heating held have been most note-
worthy.
—It is stated that the Atchison, Topeka & Santa Fe has
ordered from the Brooks Locomotive Works 13 ten-wheel
passenger engines of the same type as those built by the
same works for the Big Four road. The same works are
building 20 ten-wheel freight locomotives for the Lake
Shore road of the same type as those built for the Big Four
a few months ago.
—The appliances of the Consolidated Car-Heating Com-
pany of Albany, N. Y., are now in use upon railroads ex
tending from Montreal to Mexico City, and from Halifax
to San Francisco, and South American roads are also users
of its devices. The company maintains offices and manu-
factures its appliances in Canada as well as in the United
S:ates. It furnishes everything required for car heating,
from a full train equipment to the smallest fitting. Eighty-
three railroads and car building companies are now users
of its devices. Eight thousand ears are equipped with its
devices in whole or in part. Twenty-two thousand of its
steam couplers have been furnished to i-ailroads.
—The Addyston Pipe & Steel Company of Cincinnati,
O., will this week begin casting at their Newport, Ky.,
works, what is claimed to be the largest pipe casting ever
attempted in this country. Each pipe will be 12 ft. 4 in.
long, 1 \ in. thick, and five feet in diameter, and the weight
of each section will be about six tons. These huge iron
pipes are to be used in Milwaukee for obtaining a water
supply from the lake. Eight hundred lengths are to be
made, with a total weight of about 4,300 tons.
THE RAILAA/^AY MASTER MECHANIC.
—A recent and very satisfactory test of iron car axles
nmde by the United States Rolling Stock Company for the
Savannah, Florida & Western R., was made at the foundry
department of the first named company, under the super-
vision of Inspecting Engineer A. W. Fiero, of the Hunt
bureau of inspection. The Pennsylvania R. method of
testing was employed. It is stated that the rolling stock
company lias recently shipped .5,000 axles made from Ala-
bama iron to a northern firm.
—A shipment of -too Scarritt car seats has been forwarded
to llie Hullman shops, to be used in the new broad gauge
cars now being built for the Denver &. Rio Grande.
—A new three story brick factory, 120x.tO ft., is to be
added to the plant of the Chapman Valve Company, at
Indian Orchard, Mass., and a new brick blacksmith shop,
TiOxTO ft., will also be erected. The manufacture of a new
style of valve necessitates the additional buildings.
-William Sellers St, Co., of Philadelphia, are building
for the Baldwin Locomotive Works' new shops two 100 ton
high speed traveling cranes, each with two .">0 ton trolleys
for a span of about 7.? ft. and for a shop about 340 ft. long.
Kach crane is to be driven by electric motors on a hanging
platform.
—The work of construction on the extension of the Bald-
win Locomotive Works at Philadelphia has been begun.
The new buildings will cover nearly an acre of ground,
and the capacity of the works will be greatly increased
thereby.
- The following number of cars for various roads have
recently been ordered equipped with the "American Con-
tinuous Draw-Bar" : 7.".0 for the Illinois Central, being
built by the Wells & French Co. ; 200 for the Consolidated
Kansas City Smelting & Refining Co. ; 400 for the Louis
i'ille. New Orleans & Texas, under construction at the
Kansas City Car & Wheel Co's. works, and :tOO for the
same road, now under construction at the Missouri
Car Foundry Co's. works, St. Louis.
—The Ellis patent bumping post for railway track termi-
nals is giving excellent service. It is made by bending
upward and inward the ends of the rails, and bolting them
to a post of peculiar design, thus distributing the strain of
the butting under the cars.
—The catalogue and price list of the Vulcanized Fiber
Company, of Wilmington, Uel., embraces some very inter-
esting information as to the varied uses to which vulcau-
Z6d fiber is successfully put. Every one interested in this
curious and useful substance should send for a copy of this
catalogue, either to the factory at Wilmington, Del., or to
the New York office, 14 Dey street.
--J. M. Foster &Co., 81 Fulton street. New York, send
us a catalogue describing the Foster reducing valves and
pressure regulators, and their applications to steamboats,
steamships and car heating.
- Mr. J. C. Halliday, formerly with the Milwaukee Car
Wheel * Foundry Co., has left that company to accept
service with the Consolidated Car Heating Co. with head-
quarters in Chicago.
—The Magnolia Anti Fristion metal has been doing some
notably good work in Chicago. A letter from the Western
Light & Power Company, of this city, to the Mag-
nolia Anti-Friction Metal Company, of New York
City, states that the Chicago company had been
having a great deal of difficulty with hot bear
ings on its engine. The engine in question is 100 horse
power, 14 X 13 in., runs '370 revolutions per minute, and car-
ries SO lbs. of steam pressure. The bearings are 4';x4in.
About 1-3-J in. play is allowed in the bearing, making a
very close lit. Since the use of the Magnolia Anti-Friction
metal for bearings on this engine most excellent results
have been met with, and the Western Light & Power Co.
says it could not ask for better service.
— Jenkins Brothers, of New York, manufacturers of
Jenkins' standard packing. Jenkins Brothers' valves, have
issued a revised edition of their price list for IS90. They
have been endeavoring to effect a reform in the matter of
price lists,which reform, to our uncommercial mind, should
have been carried out. We append what they say in re-
gard to the matter: " A few months since we issued a re-
duced list, believing it was for the best interests of the
trade to have a lower list. While we still believe that for
the interest of all concerned a lower list is much prefer-
able to the higher lists which are adopted by all merchants
in the hard'vare and steam trades, we feel that we are
o bilged to conform to the customs of the trade. Our trade
demand higher lists, and consequently to please our friends
and customers, we have returned to the old list, which is
universally adopted by all firms in the trade. As it is the
prevailing custom to give employment to all we possibly
can, we presume it is preferable for all merchants to have
price lists of goods as high as possible, so that they may
employ bookkeepers and mathematicians to figure the dis-
could ^t to net
the
valves
: efforts t
establish a
gracefully to the opinion of the
.States, and revert back to our old list."
—The recent enlargement of the Lappin Brake Shoe
Co's works has given it increased facilities, and lessened
the cost of the manufacture of the shoes. This, in connec-
tion with the more general and growing demand that the
company is now enjoying, enables it to announce an im-
portant reduction in price.The company carries in stock both
flanged and plain shoes,fittingtlie M.C.B. sard Christietand
head for wheels from 33 in. to 4*2 in. in diameter, and it
furnishes sample shoes of any desired pattern for trial
upon application.
—There is to be a test of the Boyden brake soon on the
Illinois Central Railway. Five Illinois Central fruit cars
are to be fitted with the brakes for the test. The equip
ment for these cars is now exiiected daily.
THE OFFICIAL RAILWAY LIST
Changes for the month of Angnst, 1890.
ntendent Cali-
Atl.\xtii' & P,ic [Fic.-A. M. Beal
fornia division, resigned. John Deniar as trainmaster to
have entire charge uf train and station service of division,
with headquarters at The Needles, Cal.
Atlanta & West Point and Westehn ok Alabama. -
Chas. H. Cromwell appointed traiUc mauager.
Atchison, Toi-eka & Santa Fe.— James Dun, chief engi
neer of St. Louis & San Francisoo R., appointed chief
engineer of A., T. & S. F. system. Colonel Matthew
(Juigg, general fuel agent, deceased.
Atlantic & Danville.— Joseph Rosenbajm, appointed
auditor, vice Noyes Spicer, resigned; headquarters at
Portsmouth, Va.. Office of superintendent of bridges and
buildings abolished and merged into that of maintenance of
way. Office of trainmaster is abolished and merged into
that of superintendent. R. M. Stuart Wortley elected
treasurer, vice Chas. E. Coon, resigned; headquasters at
Portsmouth, Va.
Canadian Pacific. — C. W. Milestone promoted from po-
sition of chief train dispatcher at Winnipeg to that of as-
sistant superintendent, with headquarters at Moose Jaw,
N. W. T., succeeding J. A. Cameron, resigned.
John Stewart, formerly superintendent of Northern di-
vision of New Brunswick Railway, superintendent of
entire New Brunswick division of Canadian Pacific.
Central uf Georgia. — F. S. Dodds appointed chief
train dispatcher of the Macon and Atlanta districts of
main stem, vice M. A. Gassett, resigned. T. S. Moise re-
signed to accept superintendency of Savannah & Atlantic
division ; J. T. Johnpon appointed trainmaster of Savannah
& Western division. C. F. Thomas, master mechanic at
Macon, Ga., resigned. J. R. Mew appointed roadmaster of
Carolina division, vice A. H. Porter resigned.
Chatauqi'a Lake.— John Caldwell and F. B. Brewer
elected president and vice president, respectively, succeed-
ing O. A. Granger and J. M. Gazzam.
Chesapeake & Nashville.— D. B. Anderson appointed
general freight and passenger agent and auditor, vice H.
K. Preston.
Chesapeake & Ohio. — W. F. Labonta appointed purchas
ing agent.
Chicago & Alton.— Ex-Judge Corydon Beckwith, of Chi-
cago, general solicitor, deceased.
Chicago & Atlantic. — Now Chicago & Erie and operated
by New York, Lake Erie & Western. No official changes
reported.
Chicago & Northwestern.— Geo. W. Tilton, superin-
tendent of motive power and machinery, deceased.
Chicago, Birlington & QtiNcv.- John Lass appointed
superintendent of Galesburg division, succeeding E. M-
Herr, resigned. Geo. H. Ross, assistant general freight
agent, appointed superintendent of car and special freight
service for all lines in Burlington system, with headquar-
ters at Chicago.
Cni..:Aoo, Milwaukee & St. Pail.— D. C. Jones, assist-
ant general freight agent at Chicago, appointed to suc-
ceed J. C. Boyden, deceased, as assistant general freight
agent at St. Paul in charge of east bound traffic from the
northwest. J.L. Kellogg, division freight agent at Chicago,
succeeds Mr. Jones.
E. M. Herr to be assistant general master mechanic at
ukee.
i*,&Pr
pointed di'
KGH-C. W. Gushing ap
of way, vice F. T. Hatch,
nnati &, St. Louis road.
amilton & Davton-C. E. Walker ap-
master mechanic with headquarters at
Cincinnati & Mcskingi m Valley.— G. Erickson ap-
pointed to succeed C. W. Cushing, transferred , as engineer
of maintenance of way.
ConiRADo Midland. —Superintendent Thomas Saunders,
resigned.
CiNciNN.kTi. Jaik-on & Ma(Kina\v.— Master Mechanic
F. W. Deibert resigned, A. H. Watts, appointed acting
master mechanic.
CoLiMHi s. Hocking Vali.ev & Toi.edo.-A. E. Rob-
bins to be superintendent Toledo division vice James Bruce,
resigned.
CUK AGO, Rock Island & Pa< inc.— S. B. Hovey to be
superintendent of western division, with headquarters at
Colorado Springs, vice W. J. Lawrence, reeigned to ac-
cept a posllioa on the Colorado Midland ; W. R. Morton to
become trainmaster vice Hovey, with headquarters at
tloodlaud. Kan.
Dunkirk, Allegheny Valley & Pittsburgh.— Chas-
H. Ketcham appointed general superintendent, with head'
quarters at Dunkirk, N. Y., vice M. D. Thayer, resigned-
The office of assistant superintendent, resigned by C. A-
Clute abolished.
East Tenxe-<see, Virginia & Georgia.— This company
having leased the Louisville Southern, has assumed con-
trol of the latter and all its property. W. R. Woodward
apiwinted general manager of Louisville Southern with
headquarters at Louisville. E. L. Ryder, formerly master
of transportation of the Monon, appointed to the same po-
sition on the Louisville Southern, vice N. B. Patterson,
transferred. L. A. McClure to be chief train dispatcher
of Louisville Southern, headquarters at Louisville. U. W.
Wrenn has been appointed general passenger and ticket
agent, Louisiville Southern. A. V. Lafayette to continue
as general freight agent.
Evansville & Terre Haute.— W. M. Corbett appointed
master of transportation, succeeding B. C. Southern, re-
Farmvii.i.e & Powhatan — W. C. Laughton appointed
general freight and passenger agent with headquarters at
Richmond, Va., vice P. M. Buckingham, resigned.
Fort Worth & Denver City.— L. J. Caswell appointed
general foreman of bridges and buildings, vice E. J. Wil-
cox, resigned. W. A. Ross appointed auditor.
Florida Midland.— G. H. Hepburn appointed general
freight and passenger agent, with headquarters at Kissim-
Gai.veston, Harrishurgh & San Antonio —R. H. Innes
appointed superintendent of San Antonio division, vice W.
Murray, transferred to other duties. W. R. Martin sue
ceeds Innes as superintendent of El Paso division.
Great Northern.— P. P. Shelby to succeed W. S. Alex
ander, resigned, as general traffic manager. F. Merrill to
succeed C. K. Lawrence resigned, as general superintend-
ent of Eastern of Minnesota. F. L. Parker to be general
freight agent vice J. M. Sawayer, resigned.
Hoi -iTo.^? & Texas Central.— J. M. Lee to be superin-
tendent of first division with headquarters at Houston,
Tex., vice A. W. Littig resigned. Donald Allen to be sup-
erintendent Waco branch vice Lee transferred ; headquar-
ters at Walnut Springs.
Illinois Central.— N. D. Wiggins appointed superin
tendent of Mississippi division with headquarters at Jack-
son, Tenn., vice H. W. Clarke, resigned. W. H. V.
Rosing appointed assistant master mechanic of Chicago &
Pontiac division, with headquarters at Chicago. J. C.
Ramsey, master mechanic at Memphis, Tenn., transferred
to Water Valley, Miss., shops, vice T. J. Price, deceased.
Intercolonial.— E. D. Laurie appointed superintendent
of that section of the line from Oxford to Sydney, C. B.,
with headquarters at Slellarton, N. S.
Jacksonville, St. Augustine & Halifax River.— E. T.
Silvius appointed master mechanic, with headquarters at
Jacksonville, Fla.
Jacksonville, Tamia & Key West. -Wm. Rutherford
appointed general master mechanic, vice E. T. Silvius, re-
signed, with headquarters at Palatka, Fla.
Kansas City & Gulf. — W. S. Newlin appointed general
passenger agent.
Lake Shore & Michigan Southern. — C. B. Couch, as-
signed to other duties, and succeeded by P. S. Blodgett as
superintendent of eastern division, with office at Cleve-
land. N. C. Smith to be trainmaster for Eastern division
with headquarters in Buffalo.
LONG Island— Office of superintendent of roadway
abolished, and P. T. Ford, who has heretofore held that
position, appointed chief engineer.
Louisville, Evansville & St. Luuis.— Wm. Buckley to
be assistant master mechanic.
Louisville, New Albany & Chicago.-J. O. Ewan, su-
perintendent of transportation, appointed to succeed J. C.
Loomis, lesigned, as division superintendent, with head-
quarters at Louisville, Ky.
Louisville, New Orleans & Texas.— W. L. Davis,
chief train dispatcher, appointed superintendent of
Natchez & Jackson R. T. P. Bellows to be trainmaster,
vice John T. Savage appointed assistant superintendent
Riverside division.
Louisville & Nashville.— John N. Neelley appointed
chief telegrapher in charge of dispatching with office at
East Louisville. O. B. •Hollingsworth to be master of
trains of Louisville division.
Mexican National— R. H. Vaughan to be assistant
general freight agent.
Missouri Pacific— F. C. Webb to be trainmaster, with
headquarters at Council Grove, Kan., vice A. E. Itobbius,
resigned.
New York Central & Hudson River.— W. T. McCul-
loch, traveling auditor, to be assistant supertendent of
eastern division with headquarters at Syracuse, vice Fred-
erick P. Phillips, deceased.
Northern Pacific— W. H. Brimson appointed assistant
superintendent of Pacific division, with office in Tacoma.
Joseph McCabe, superintendent of St. Paul division, ap-
p.)inted to succeed A. L. Horner, resigned, as sui>erintcnd-
ent of Pacific division. C. J. Wilson appointed assistant
superintendent of St. Paul division, vice A. E. Law, pro-
moted, to succeed McCabe.
Pittsburgh & Western.— W. H. Duffell chosen treas-
urer to succeed H. D. Campbell, deceased.
General Manager McDonald resigned; J. V. Patton,
division superintendent of the Baltimore & Ohio at Pitts-
burgh, succeeds him.
Richmond &. Danville.— Offlceol general superintendent
of Georgia Pacific, resigned by I. Y. Sage, abolished.
Jurisdiction of W. H. Green, general superintendent of
lines east of Atlanta, extended over Georgia Pacific divi-
sion. In addition to duties as superintendent of first dis-
trict, C. P. Hammond has been ap|X)intcd acting superin-
tendent of Georgia Pacific division, with headquarters at
Birmingham, Ala.
THE RAILAVAY MASTER MECHANIC.
Sepiehbeb, 1890.
C. F. Thomas to be ma:
land railroad at Alexandria.
Rio Gkanoe Jcxctios. — Thos. Saunders appointed super-
mtendent, with headquarters at Newcastle, Colo.
Riu Gk-^xde Westehn.— J. Thompson appointed to suc-
ceed A. Fustabend, resigned, as superintendent of bridges
and buildings.
St. Loui?. Alton- & Si-Kixr.riELD.—M. T. Seymour ap-
pointed superintendent, with headquarters at Alton. Posi-
tion of trainmaster abolished.
St. "Lours, K-Vss.vs CiTV & Colok.ido.— T. H. Riley ap-
pointed assistant suoerinteadent, in charge of track and
transportation, vice C. E. Helsley, resigned.
Saxta Fe Socthekx.— T. J. Helm appointed general
superintendent, vice Charles Johnson, resigned; also in
charge of freight and passenger accounts.
Savaxnao, Florida & Westekx, Chaklestox &Savax-
XAH, Brixsh icK & Westekx axu Alabama Miulaxd.—
W. B. McKee appointed assistant to general manager.
SlATEN Island R.vriii Trax^it.— P. H. Cassidy ap
pointed to succeed H. C. Willetts, deceased, as auditor.
Shenandoah Valley.— T. H. Bransford, auditor, pro-
moted to the ofHce of superintendent, vice D. W. Flickwir,
resigned.
Uxiox Pacific.— L. M. Anderson appointed
President Adams. H. G. Wheeler appointed
eral purchasing agent.
William H. Burns, assistant division superin-
tendent at Council Bluffs, appointed general man-
ager of Montana Union Railway. A. L. Hawley appointed
division engineer of New Mexico division, headquarters at
Denver. W. H. Baldwin to be assistant vice president
■with headquarters at Omaha. Division Foreman J.F. Dunn,
at Evanston, appointed master mechanic of Idaho division,
to succeed J. S. Hickey. resigned. A. H. Crocker succeeds
C. W. Johnson, resigned, as superintendent of Paciflc di-
vision, with headquarters at Portland, Ore. General Man-
ager E. McNeill, of St. Joseph & Grand Island, succeeds C.
J. Smith as general manager of Union Paciflc, Mr. Smith
having resigned to connect himself with the Oregon Im-
provement Co. W. P. Robinson, Jr.. general freight agent
of the St J. & G. I., succeeds McNeill. Master Mechanic
F. Mertsheimer, of Kansas division at Armstrong, to suc-
ceed R. W. Baxter, resigned, as superintendent of Wy-
oming division. Conductor W. L. Park, of Nebraska di-
vision, succeeds Assistant Superintendent Bums. A. M.
Beal appointed assistant superintendent, in charge of Den-
ver station and yards.
Wiieelixu ,fc Lake Erie.— Downer M. Adams to be
auditor, with headquarters at Toledo, O.
Wdeei.ix.. Tekmixal RAiLWAT.-Charles A. Ball elected
general manager.
WiscuNsix Cextral.— Joseph Cavanaugh to be general
freight agent, and Louis Eckstein to be general passenger
and ticket agent, headquarters at Wisconsin Central depot,
Chicago.
The Cincinnati, Hamilton & Dayton Railroad is the only
line running Pullman's perfected safety vestibuled trains
with chair, parlor, sleeping and dining car ser^'ice between
Cincinnati, Indianapolis and Chicago, and is the only line
hreclinini ' ' ' ' .-.•..
Keokuk and Springfield,
between Cincinnati, Dayton, Lima, Toledo, Detroit, t
lake regions and Canada.
The road is one of the oldest in the state of Ohio, and t
only line entering Cincinnati over twenty-flve miles
double track, and from its past record can more than assl
its patrons speed, comfort and safety.
Tickets on sale every where, and see that thev read C.
& D., either in or out of Cincinnati, Indianapolis,
Toledo. E. O. MrCoKSlliK,
General Passenger and Ticket Agent.
HARVEST KXiTRSIONS.
The Burlington Route, C, B. & Q. R. R., will sell, on
Tuesdays, September Uth and 33d, and October 14th, Har-
vest Excursion Tickets at Half Rales to points in the
Farming Regions of the West, Southwest and Northwest.
Limit thirty days. For circular giving details concerning
tickets, rales, time of trains, etc., and for descriptive land
folder, call on your ticket agent, or address P. S. EisTis,
Gen'l. Pass, and Ticket Agent, Chicago, 111.
AJAX BEARINGS DONT GET HOT.
AJAX METAL CO.,
Fhiladelpliia, Fe&aa.
Consolidated Car-Heating Co.
eie i»iL
CHICAGO:
COMMERCIAL BANK BUILDING,
NEW YORK:
FIRE-PROOF HEATERS AND STEAM COUPLERS.
Sl'ECIAL APPLIANCES AM) KXTRA STKdNG FITTINliS OF EVF.KY KIND.
COMMINGLER, DRUM AND RETURN SYSTEMS
XJNDEK.
Mcelroy, sewall westinghouse and other patents
The Sturtevant Steam Hot Blast Apparatus
. . . FOB . . .
HEATING RAILROAD SHOPS,
DFtYXNG r.XJ]y[BE:R, STC
SezLd. fox- Oa.ta.log'u.es.
For Cupola Furnaces and FORGE FIRFS.
Steel Plate rianing Mill, Exhaust Fans
For Removing Chips, Shavings and Saw Dust from Wood Working Machinery.
B. F. STURTEVANT,
Boston, Mass.
vi:h voick.
31 and 33 No. Canal
FAVORITE ROUTE
BETWEEN
NEW YORK
West,
North-West and
South-West.
"LITTLE GIANT"
WASHER AND TESTER
FOR ALL KINDS OF
STEJ^IVE BOXr.E:»LS.
RUE MANUFACTURING CO.,
■ 6IV. »lh Mirrrl. I'MI I, ADK I.PlllA. VA
THE WYCKOFF PIPE CO.,
^VlLLI.VM^^^"ORX, f A.
"Wooden Water Pipe.
t pipe In the market for supplying Water Tanks and shops. We have largo
tine aU kinds of R. R. Lumber and Ties. Write for Cataloniie and Prices.
OOTOBEB, 1890.
THK RAILWAY MASTER MECHANIC.
WALTER D. CROSMAN, Manager Editorial Department.
EDWIN N, LEWIS Manager Business Department.
MONTHLY BT THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the interests of railway motive power, equipment
and iD.ictainery. Commnnications on any topics suitable to these
columus are solicited.
Prior to January 1, 1886, this Journal was known as The Rail-
way PnrcbasioK AKent. It will still In its new and wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
Subscription price, $1'00 a year. Advertisini; rates and details
concerninR circulation tclven on application to the office by mall
THE RAILWAY MASTER MECHANIC.
The lUHikery. Cliicut'o. 111.
Nkw YoilK Office: 4.'> ni«adwiiy. Room 148.
The OgUsial Railway LUt it published by thit eompany.
I hoodlums who sympathize with such strikers to
pull piiis and part trains. We do not say that
these reasons intiueuced the action of the Switch-
men's Association on the coupler question, but we
do assert that no one has yet shown that the use
of hook couplers has added in the slightest degree
to the risks of the switchman's business.
VOL. 3.| CHICAGO, OCTOBER, 1890. [NO.
It will be remembered that the American Soci-
ety of Mechanical Engineers at its last meeting
appointed a committee to report upon a standard
method of testing locomotives. This committee,
of which Mr. William Forsyth, of the Chicago,
liurliugtou & Quincy, is now the chairman, held a
preliminar)' meeting in September. We may con-
fidently look for very valuable work on the part of
this committee, but the problems which will come
before it for considciat'ou are obviously so many
and comiilex that it will be a pleasant surprise in-
deed if it will be able to do more than report
progress at the next meeting of the Mechanical
Engineers.
At the meeting of the Master Mechanics' Asso-
ciation at Washington, 1885, some of the mem-
bers in a discussion of the subject of driver brakes
argued strongly in favor of using such brakes only
in cases of emergency. They insisted that the
engineer should have ''something to fall back on"
when the car brakes were insufficient. It was also
evident that the fear of a too rapid wear of the tires
of the driving wheels had much to do with the un-
willingness to use driver brakes for ordinary'
stops. Now, however, we know that some of the
most prominent of those who took this position
have changed their minds and believe in usinfrthe
driver brakes for all brake stops. It has been
found that it is better that the engineer should be
in the habit of using all the braking apparatus of
his train, so that he will not have to stop and think
in an emergency. The objection based on the
wear of driver tires has been removed by the use
of the Ross-Meehan brake shoe.
The Switchmen's Mutual Aid Association of
North America, at its recent convention in Buffalo,
condemned the present .M. C. B. type of car coup-
lers on the ground that they are dangerous to life
and limb. They also approved that link and pin
coupler in which the draw-head is cut away on
the side. Such action does not give a very high
opinion of the practical judgment of those who
voted for it. It is, in effect, an assertion that it is
more dangerous to stand off and look at cars when
they are being coupled with automatic vertical
plane couplers than it is to go in between them as
they come together and guide a link and drop a
pin. That is a fair statement of the real meaning
of the resolution, and, put in that way, it is ridicu-
lous nonsense.
That the use of M. C. B. couplers with common
link and pin drawbars is to a certain extent dan-
gerous is true — but that it is any more dangerous
than the use of ordinarj' or Safford drawbars has
not been proved and the statistics do not show it. j
It is true, however, that the universal adoption
of M. C. B. couplers will injure the striking
mechanism of switchmen's unions. When all our
cars have such couplers it will bo much easier than
it is now to supply the places of switchmen who j
"go out" because the waste used in pohsbing up j
the headlight reHector is composed of cotton i
gathered down in Alabama by a "non-union" female
darkey, or for some other equally grave reason.
Nor will it be as easy then as it is now for the I
A CORRESPONDENT, whosc Communication appears
in another column, raises a question as to the
economy obtainable by the use of high boiler pres-
sures, and believes that the only way in which it
can be demonstrated to exist is to test two
engines, one of which is designed for a low pres-
sure of, say 120 lbs., and the other having cylin-
ders so proporiioned that the mean effective pres-
sure on the crank pin witli the boiler pressure at 180
lbs. is practically the same as that of the first
engine. This is undoubtedly a more satisfactory
method than would be the discussion of indicator
diagrams and the many problems of steam engi-
neering which are naturally involved. While we
have not the results of such a test to place before
our readers at this time, it is quite evident that
the performance of some of these engines with
high boiler pressures has tlemonstrated to the
master mechanics using them that they are more
economical than if lower pressures were employed,
for we have never known a case in which a road
increasing the boiler pressure on its engines has
found it necessary to return to the lower pressures
for the sake of economy. The references which our
correspondent makes to freight engines carrying
180 lbs. pressure and cutting off at half stroke,
and passenger engines cutting off at IG in. stroke,
are not fair cases, and do not rejiresent good loco-
motive practice, and can therefore be dismissed as
irrelevant. If those engines were not running
with economy, it was because they were not oper-
ated correctly or were overloaded. If an engine
having a boiler pressure of 120 or 140 lbs. is run
for a large portion of its time at a cut-off of, say 8
or 10 in., there is no reason why a locomotive hav-
ing a higher boiler pressure should be run with a
later average cut-off, and any comparison between
engines so proportioned that the one employing
the higher pressure must of necessity cut-off much
later in the stroke in order to do its work, is un-
fair and will lead to incorrect conclusions. Our
correspondent's final question is: "Would not
more work be done with the same volume of steam
in a cylinder with a capacity sufficient to allow it
to fill only 10 in. out of the 24 in. and let it ex-
pand the rest of the distance?" Most certainly
there would, but that is no argument against high
boiler pressures, and it only emphasizes the neces-
sity of obtaining a greater expansion of the steam.
The same answer, "most certainly there would,"
could be given regardless of whether the boiler
pressure were 120 or 180 lbs.
Some railroads are doing the very thing sug-
gested by our correspondent, viz: constructing
their later engines for a higher boiler pressure
and of such proportions that the cylinder power is
virtually the same as that of the older engines, and
they are expecting, and will doubtless obtain, good
work from these locomotives.
Two of the railroad clubs have started in on
their winter's work in good eai-nest. The Western
Club took up the question of " Swing Beam and
Kigid Trucks," and in the course of a short but
vigorous discussion brought out many interesting
points regarding the relative merits of the two.
The rigid beam advocates practically had their own
way. This club has most excellent promise of an
unusually valuable season. It has adopted the
plan of arranging a programme for its work in ad-
vance of the opening of ^he season. Such a plan
should prove very successful, for with the subjects
for future discussion anuoimced months in ad-
vance, each member will have ample opportunity
to bring some useful suggestion or record of ex-
perience into the club for the common good of all.
important papers on important topics have been
arranged for, for practically every meeting of the
season.
The Northwest Club has also started out very
well, with a suggestive treatment of the subject of
" Fire-Box and Boiler Construction." This club,
though one of the youngest, is one of the liveliest
and most promising of the list.
The New England Club opened the season in its
usual manner with a banquet. This giving of an
annual banquet is a most excellent idea, and one
that has proved very valuable in building up and
maintaining interest in this club, which alone of
all the others follows this delightful practice.
The New York and Central clubs are yet to be
heard from, but the latter may be counted upon to
do excellent work during the season. We wish
that we might say the same of the New York Club.
During the past month still another club has
been organized. We refer to the Southwest Club,
which at St. Louis was fully organized on Septem-
ber 25. We look forward to a bright future for
this club. It will serve the interests of a large
section of the country which has hitherto had no
associated mechanical work, except through the
national associations. This section contains many
bright, progressive mechanical officials, and, were
it not for the great distances which separate many
of them, would no doubt long ago have boasted an
influential club.
The value of local club work was never more
clearly shown than at the last annual conventions
held last June. More than one member attending
these conventions had the fact brought homo
strongly to him that in order that his ideas as to
standards, etc., might prevail, he must attend the
local clubs and participate in their work. The in-
fluence of these clubs in moulding the delibera-
tions of the two national associations is now fully
recognized, and their work during the present sea-
son will be carefully watched.
INTOI.KKANCE IX L.VItOK OK(i AXIZATION.S - I.KT
UNION .VNU NON-INION WA«;K WOKKEKS Jtf.
SI'KCT KACH OTHER.
That trades unions have been, on the whole,
beneficial to wage workers cannot be successfnlly
disputed. They are one of the great institutions
of this age — and great institutions always origi-
nate in some actual necessity and become estab-
Ushed and grow because they supply real wants.
While there are now and always have been em-
ployers who treat their- employes with per-
fect justice, there also have been, and
are, a great many who must be compelled
by influences outside their own natures to give
due regard to the rights of those whom they em-
ploy. The only way to prevent this class of em-
ployers from doing injustice is to make them
afraid to do it. The trade union accomplishes
this. When his workmen organize and stand by
each other the selfish employer will be far more care-
ful to ask of them only what is fair and right than
he would be if there were no organization and con-
cert of action among them. When organized and
united the employes become a power which em-
ployers dare not ignore.
Granting, then, that such organizations are on
the whole beneficial to the wage worker, does it fol-
low that every wage worker should be compelled
join a labor union?
No one can study the labor movements and agi-
tations of the present without perceiving that those
who take the lead in them believe that for a wage
worker to refuse to become a member of the organi-
zation to which his associates belong is little short
of a crime, and that to become a member of a
trade union is so excellent a thing that it is justi-
fiable to compel men to join 'such organizations
and to punish them if they will not do so. No mat-
ter how skillful, industrious and trustworthy a man
may be, if he will not join the lodge or union things
are liable to be made unpleasant for him — how un-
pleasant tens of thousands of workmen know !
That he is an expert in his line of work and one of
the best fellows in the world will not save him from
being called a "rat" or a "scab."
It is this idea of compelling men to do what
somebody who has power thinks is best for them
that has inspired everj- persecution — religious and
pohtical — since the beginning of history. The rea-
soning has been : "To secure the highest welfare
and happiness of every one the church must be
164
THE RAIL^VAY MASTER MECHANIC.
OcTOBEE, 1890.
recognized and sustained. It is right, therefore, j subject, in matters which chiefly concern himself,
for us to discourage heresy by persecuting those i to the will of others. For some rien cue choice is
who refuse to recognize and sustain the church." } best, for others the other. But each chiss has the
Now substitute "labor union" for "church" in the ; same right of decision and each should respect the
foregoing sentence and you have the reasoning by decision of the other. Argument and persuasion
which the persecution of wage workers by wage j are always legitimate methods of influence but
workers to-day is justified. In the old days the t persecution and punishment belong to dark ages
man who would not accept the creed and worship | and barbarous tribes,
which the organized mass of believers held to be
necessary to the highest welfare of everybody was ',
called a "heretic." Nowadays he who does not
TKSTS OF THE KALDWIN LOfO.IIOTlVK.
In this issue wepresentau abstract of a reportof
jein the association into which the mass of his as ^^ ^^^^ ^^^^^^ ^.^ presen.an aosu-ac.oi a repor.oi
sociates are orgamzed.or will not obey tl^e dictates ^,,43 ^f ^ Baldwin compound locomotive conducted
of the organization,. cal^^Bda-s.^^^^^^
not much over two hundred years ago the uon
conformist was an ecclesiastical "scab " In New - ;~,\-,^--{^i^y;i^go7-^^dit-i^not necessary to
Eng and at the same Ume the (Quaker and the j Special features at this time. The
Baptist were religious "scabs, and the good peo- j ^ ^^^^ ^^ ^^.^^ summarized
pie there won d have nothing to do with them , ^ >^^ ^^.^.^^ ^j^^
Not because the Quaker and the Baptist were , ? ° «,, 1 .^
morallybad.butbecausethey were not organized PS consumed, and that
with the others-just as now the engineer or fire- | ^^u, t slower speeds and when drawing
man or tram man or mechanic may l>e called a , ^^^^^^^^^^p,^ ^^^-^^ tl^^ compound engine will
"scab " not because he ,s not master of his busi- advantage, the fuel and
ness but because he has not loined the union, or . ,. , ° ' , . ..,,
^ri.rJCf),.,,ninnl,»»Jered«„trike. When I f'^'f consumption per hoi^e power being still
further reduced, and the estimated saving when
This locomotive was illustrated and described in
works when the union has ordered a strike. When
in the old days the religious organizations dis-
couraged heresy by sword and fire they persecuted
in the name of the Lord a great many men and
women who were truly religious, just as now the
trades unions too often persecute in the name of
labor, men and women who are the tnie disciples
of labor, but who have not been initiated into a
labor organization, do not pay dues into its treas-
ury nor obey the commands of its leaders. If
there is any diflerence in the underlying principle
it has not yet been pointed out.
The civilized world has pretty well outgrown
the idea that to force people to join a church —
that is, a religious union — is justifiable. But when
a labor union persecutes fellow employes because
the latter will not join or obey the orders of the
organization the same spirit of intolerance — not as
deep and bitter, perhaps, but as real as of old —
is manifested. In New York City the "walking
delegates" forbade "union" teamsters to haul and
"union" bricklayers to lay the bricks made in cer-
tain yards because these yards were "non-union."
Will any one explain to us how this differs in prin-
ciple from the commands which used to be given
to refuse food and fire and shelter to those who
(no matter how blameless their morals might be)
would not join the church and submit to its
authority? The non-union man's work is food and
fire and shelter to him and his family, and yet his
fellow workers are commanded to take these away
from him.
We have not yet fuUy outgrown religious and
political intolerance, but there is far less of both
kinds than formerly. In the industrial world this
intolerance has never been as general and seldom
has it been as intense as in the ecclesiastical and
political fields. In thousands of cases union and
non-union men work side by side in perfect har-
mony— each respecting the views and practices of
the other. But too often we read of demands
made by "walking delegates" or other officials in
labor associations that all non-union men in the
shop or factory shall be discharged, or that no
new hand shall be taken on unless he be a mem
the engine is running under these most favorable
conditions being about 30 per cent.
The manner of conducting the tests did noi
differ greatly from that usually employed, and
for that reason it cannot be said that the result-
ing data is much more reliable than that ob-
tained from the average locomotive test. The
care which was taken in obtaining the data, how-
ever, and the various means taken to check the
results, etc., indicate that these tests were about as
accurate as any which could be made by the us-
ual methods. It does seem, however, that in
some important particulars the manner of obtain-
ing the data might have been improved upon.
For instance, the power exerted by the locomotive
was calculated from the indicator diagrams. These,
it is true, were taken as frequently as possible,
but every one who knows how rapidly the speed
and boiler pressure change wliile the locomotive
is running and how frequently the cut-off and the
position of the throttle are altered, will realize
that the indicator diagrams cannot be taken to
represent accurately the average work of the en-
gine, even if they are taken as frequently as cir-
cumstances will permit. In the tests before us it
was found impossible to take as many diagrams
as was desirable on the accommodation runs, as
the distance between stations was so short that
in some cases several of them were passed in the
interval between the times at which diagrams
were taken, and in the meantime the engine had
worked the train up to speed several times. A dyn-
amometer car would have been of great value in
these tests and would have indicated A\ith greater
certainty the useful work done liy the engine
and would also have assisted in determining with
greater exactness the total amount of work per-
formed by the locomotive. Under the circum-
stances we do not think that anyone can object
if the computed performance of the engine on the
accommodation runs is accepted with a certain
amount of reserve. The water consumed per horse
power on the accommodation run of June 2 is
given as 20-86 lbs., a figure which we believe
supposition that the more gentle draught obtained
with the compound locomotive prevented good fuel
from being drawn through the tubes, and made
the combustion much better than in the fire-box of
the standard engine. That such an improvement
was to be expected no one will deny, but it is rather
surprising that the saving produced should be so
great. Had an economy of 5 per cent, been ob-
tained by means of improved draiight it would ap-
pear quite reasonable, but we think that few were
prepared to find that nearly 12 per cent.was obtain-
able in this manner. If the data on this point is
taken as absolutely correct, it is very significant,
and shows the importance of good draught in a
very emphatic manner.
The fact that the amount of water consumed
per horse power was almost as great as in the
standard engine has been attributed to the fact
that at express speeds the steam was much more
wire drawn in its passage from the high to the
low-pressure cylinder, and this explanation of the
matter is doubtless correct. If» this is remedied
and as good a distribution of steam obtained in
both cylinders as is found in other compound en-
gines where each cylinder has its own valve, it is
quite reasonable to expect that an increased saving
would be effected, and that all the additional econ-
omy would be obtained by a better cylinder per-
formance. To place the economy of the engine at
30 per cent, when its construction is thus altered
is a rather questionable proceeding, for the
matter is entirely too problematical, and while we
are firm believers in the compound locomotive for
certain classes of work, we never expect that they
wiU produce a saving of 30 per cent, in fuel.
While we do not approve of everything in the
methods employed, and while the data is not as
clear in some respects as we would desire, we con-
sider these tests to be far above the average in
value and to be more carefully conducted than
any which have appeared for a long time.
ber of the union. This is a form of intolerance correct in saying has never been equaled in locomo
which every mtelligent working man, no matter tive practice.
bow strongly he believes in trade unionism, should One very notable fact gleaned from the data
condemn and withstand. Such demands will contained in the report is that the economy of
never be sustained by public sympathy; the ma- this engine was due almost wholly to a better
jority of union workmen will not, in their hearts, boiler performance, and the cylinder performance
approve them and they are more injurious to the does not seem to be much better than in the stand-
real interests of labor than are the oppressions of ard engine. On the express runs the saving in fuel, as
capitalists and monopolii
Let each man decide for lumself whether he
will join a trade-union or not. Whatever his de-
cision may be let it be respected by his employers
and fellow workmen as the intelligent decision of
an honest man. Either course can be justified by
strong reasons. If he chooses the union he secures
those benefits which come from organization and
united action. If he decides to stand alone he re-
tains the right of iiersonal independence, the right
to think and decide for himself, instead of being
we have before said, was 1^-9 per cent. On the
very same nms, however, the water consumed by
the compound engine was within 8-2 per cent, of
that used by the standard engine. Taking this
data as it stands therefore, it would seem that
compounding itself had comparatively little to do
with the economy obtained, and that the saving
was really due to the indirect results of compound-
ing, chief of which was tne better condition of the
fire, and the greater amount of water evaporated
per pound of coal. This is accounted for on a
TANK I.OCOMOTIVKS
It is gradually growing apparent that a locomo-
live tender is a superfluous appendage in some
classes of service where it has heretofore been
regularly employed. The use of tank locomotives
in America has been confined to light switching
service, and their advantages in other services has
not been fuUy reaUzed. In England, France and
Belgium, tank engines for switching, as well as
for freight service, are the rule rather than the ex-
ception, and some of the finest specimens exhibit-
ed in Paris last summer were heavy Belgian tank
locomotives.
Perhaps one reason why this type has been
more generally used abroad is on account of easy
adaptation there. An engine with inside cylinders
admits of a large tank being placed alongside, al-
most the full length of the boiler, while with the
outside cylinders of American engines it must be
stopped off well back of the guide yoke. The
tanks of the "turUeback" shape, forming a saddle
on top of the boiler have been the usual form ad-
opted by American builders for light switching
engines, but they have a number of objectionable
features, and their use on large engines would re-
sult in excessive weight on drivers.
The best form seems to be a short cistern, simi-
lar to that on the regular tender, carried on an ex-
tension of the engine frame, with rectangular legs
alongside the fire-box and back part of the boiler.
An engine with this form of tank instead of a ten-
der and with three or four pairs of drivers would
be well adapted to switching service and with five
pairs of drivers would undoubtedly be the best
type for heavy mountain freight service, especi-
ally on lines having switch-backs.
Efforts at improved design of locomotives in the
direction of greater simphcity, and fewer parts,
can produce better results in the adaptation of the
tank type to switching service, and certain classes
of freight service than in any other way we know
of. Heavy switching engines do not require, for
steam supply, the large boiler and fire-box found
in recent designs of the usual form. They are
only mad? large to secure proper adhesion for
larger cyUuder power; while the heavy tender with
OCTOBEK,
THE RAIL^WAY MASTER MECHANIC.
166
its load of coal aud water, is only an additional
burden to detract from its full, useful hiiuling
capacity. The measure of this useless load may
easily be taken, on an average, to equal one loaded
car.
The tank engine carries this load on the rear
drivers, and it becomes a useful addition to the
adhesion. The tender involves the extra cost
and maintenance of two trucks, with their
eight wheels and four axles, journal bearings aud
oil for lubrication.
Some of our western roads have as many as 60
locomotives working in Chicago yards, and the
enormous expense of the first cost and mainte-
nance of their tenders, excepting the difference in
the cost of cisterns, could all be saved by the use of
tank engines. The only important objection to
the use of the latter in this service, is the variable
load on drivers due to the difference in amounts of
coal and water carried, but so far as the water is
concerned, the yards could be supplied with
water mains and plugs located at convenient in-
tervals, so that the tank need never get low, nor
the engine go far out of its way for a supply. An
advantage is that the shorter engine brings the
engme driver closer to the cars in shiftings, and
he can thus see better when the couphng is made,
and is within better speaking range of the train
men at the car. With the constant movement of
switching engines, backward and forward, coup-
ling and uncoupUng, the big lumbering tender is
certainly in the way and must go — as we surely be-
lieve it will in the near future.
For suburban passenger service the tank engine
is already the favorite type, and in Chicago it is
used on the Illinois Central, the Wisconsin Cen-
tral and the Chicago, Burlington & Quincy, while
the various elevated roads in the same city will
undoubtedly adopt this construction, as it has
been so successfiiJ on the elevated roads in New
York City.
On roads equipped with track tanks, the tank
engine can easily be used for general freight ser-
vice. The London & Northwestern has used
freight engines without tenders for a number of
years. They are provided with scoops for taking
water while running.
The Baldwin Locomotive Works are building
four heavy tank engines for the Grand Trunk
Bailroad, to be used in the St. Clair tunnel. They
have five pairs of drivers, a tank holding 1 ,bOO
gallons, and the total weight ready for service is
lbtj,000 lbs. We shall watch with interest the suc-
cessful performance of this engine. We beheve it
will soon demonstrate the advantages we have
claimed for this type of locomotive, and it will
be largely insti-umental in introducing them, more
generally for switching service and special classts
of freight service in this country.
NOTES OF THE MOKTH.
We were much interested recently in a system
used in a large engine and boiler establishment for
promoting detail work around the shop, a system
which seems worthy of adoption in our larger rail-
way shops. This was called by the shop in question
the "shop post office. ■■ At the desk of each foreman
was a tin box of the ordinary mailing pattern in
which all communications for other departments
were put. A messenger was detailed whose special
duty it was to keep moving in regular order from
shop to shop, picking up and leaving mail in each of
these boxes as he went through the various shops,
thus completing the rounds generally within an
hour. The result was that many questions were an-
swered inside of that time, thus saving a great deal
of moving around on the part of the foremen or of
siJecial messengers whom they might send, and oh
viating entirely the necessity of their leaving their
own particular shop. The results are said to be i
gratifying.
Another system in vogue in this shop is the man-
ner of ti-eating requisitions of one department upon
another. Instead of signing the requisitions, each
foreman hjis a punch with a letter representing his
name; requisitions, whether tor work or material
from other departments, first go to the manager's
office, where they are dated and punched with his
punch; they are then taken in the regular routine, |
by the shop messenger above referred to, to the fore- I
man upon whom the requisition is made; he in turn I
punches the same in a particular place on the blank I
with his punch and orders the work done or the ma-
terial delivered by his department. If he in turn
las to forward it to another department it takes the
egular course and is punched in turn hy the fore-
nan of that department. Upon being KUed the requi-
ition returns to the general manager, where it is
again punched and filed. This gives a record in a
hort time of the movements of the requisition with-
lut the necessity of the foremen interested having
o keep at their desks to approve or sign requisi-
case of urgency the foremen in these shops
what they call among themselves the "tele-
graphic system,'" where the messenger, instead
of leaving the blank in the box of the fore-
from whom the work is desired, finds him
personally, delivers the requisition, and stays
hy him until his punch mark is received upon
and then delivers personally to the next, if
lired. The results of this system are said to be
•y satisfactory in expediting work through the
ips when the utmost dispatch is needed. As we
before said, the main features of these methods
might be used to advantage in many Df our large
railway shops.
There is excellent prospect that the long deferred
brake shoe tests will be held during October of this
year. The exact date has not yet been selected yet,
however.
At the last convention of the Master Car Builders'
Association it was suggested that a special com-
mittee be appointed to ascertain if the various auto-
matic couplers of the M. C. B. type being manu-
factured and sold conform to the standards of the
association, and the executive committee wa^s in-
structed to take hold of the subject and investigate
it. Accordingly, a sub-committee of the executive
committee w£is appointed by the president, consist-
ing of Messrs. E. Chamberlain, .1. N. Barrand E. W.
(Irieves, to carry out the details of the investigation
and make their recommendations, as to the use of
proposed templets and general instructions in the
matter of conformity. This committee has address-
ed the following letter to the manufacturers of the
various couplers:
The special committee appointed from the M. C. B. Asso-
ciation to ascertain whether the M. C. B. type of coupler
now being furnished by the several manufacturers
forms with the standards of the association, and to su
a plan for the guidance of the association in
ance of these standards, would respectfully request that
manufacturers of this type of coupler, forward, on or be
fore November 1, 1S90, at their own expense, freight or ex-
press charges prepaid, to Buffalo, N. Y., care of E. Cham-
berlain, chairman of committee, a sample coupler and
drawing, or blue print of same, for examination by the
will be returned to owners immediately upon completion of
committee's work.
A West Virginia inventor named Chesnut has re-
cently patented a car coupler. That is a good name
for all inventors who do not know or do not realize
that the railroads of this country have adopted the
vertical plane hook coupler, and who go on inventing
and patenting link couplers or those which cannot
be used with the M. C. B. standard typo.
The Chicago, Rock Island & Pacific is now usini;
on all new freight and passenger cars the pressed
steel Fletcher lid, hinged upon the side, as in the
proposed new M. C. B. standard. Mr. Verbryck,
general master car builder of the road, has recently
designed and built a new truck for (iO.OOOlbs. freight
cars, which we illustrate in this issue. Mr.
Verbryck has been placing the M. C. B. stand-
ard coupler on his freight cars since the adoption of
that standard bv the association; he has now about
Janneys. He has now about 2,700 of his freight cars
equipped with the Westinghouse brake. He is
just turning out three new palace stock cars modeled
after the Montgomery patents, but modified consid-
erably therefrom, with decided improvements. Mr.
Verbryck is a firm believer in braking both trucks
of his cars and has been following that practice since
October, 1883. He has now 8,000 or 9,000 cars with
brakes on both trucks. He began this practice when
he first commenced to use 40,000 lbs. cars.
i a substitute for twisting or soldering joints of
copper wires an English electrician employs fusing
by means of the oxyhydrogen blow pipe llame. The
fusing together of the ends of the wires lakes about
the same time as soldering, and the joint is superior.
No flux is required and it is not necessary to clean
the wires.
As a satisfactory substitute for "soda water" in
drawing white lines on blueprints both permanent
Chinese wnite, and a solution of lime and water, are
recommended. Both are readily used with a pen.
At the coming meeting of the American Society of
Railroad Superintendents, to be held at New York,
October 7, Mr. H. H. Westinghouse will deliver an
address on "Recent Improvements in the Air Brake."
The largest traveling crane in the world, that at
the Washington navy yard,built by the Morgan Engi-
neering Company for the government, has been recent-
ly completed and tested. The crane was rated with a
lifting capacity of 110 tons. The test consisted of
raising and handling 110 gross tons of pig iron, which
enormous load was handled with perfect ease. The
crane will lift 110 tons gross one foot per minute, 7.5
tons two feet per minute, 37i tons four feet per min-
ute, ISJ tons eight feet per minute, 10 tons fifteen
feet per minute, and .5 tons or less twenty feet per
At the last meeting of the Western Railway Club
not a few of the members were a little surprised at
the strong expressions in favor of the rigid truck as
compared to the swing beam truck. The adherents
of the rigid truck principle made out a very strong
case for themselves.
The Minneapolis & St. Louis Railway has under
construction extensive locomotive shops at Minne-
apolis. The foundations are laid, and the walls
partly up, and the foundations for the machinery
nearly completed. The shops, which are of brick,
are one story high and well planned for the facilita-
tion of rapid repairs.
Mr. Edward Bates Dorsey, well known througL
his elaborate researches into the relative cost and
performance of cars and locomotives in England and
the United States, has made a remarkable proposi-
tion to the Natal government railways. He proposes
to put .500 or 1,000 steel tubular frame 8-wheeled
wagons, fitted with automatic brakes,on the govern-
ment railways, and that they shall bo paid for by
one-half the annual savings made by using them, in
moving freight, as compared with the cost of moving
an equal quantity on high-sided 6-wheel wagons, now
used on the lines which carry 12 tons each and
weigh 7 tons lli cwt.
All freight cars on the Queen cV Crescent system
going through the shops for repairs are to be fitted
with automatic couplers and air brakes.
One of the smallest locomotives that was ever
built in this country for practical work is being
erected by H. K. Porter & Co. This little engine
will have .5 X 10 in. cylinders, and 22 in. driving
wheels, and will weigh about throe tons. It is to
run on a 23 in. track in the Otis Steel Works, in
Cleveland.
In these days of abhorrence of brass bands, mould-
ings on locomotives, etc., it is rather surprising to
3,000 cars fitted with it, practically all of them being ' hear of a now locomotive being "notable for its high
166
THE RAIL^vTAY MASTER MECHANIC.
OCTOBER, 1890.
degree of ornamentation." For some reason the Le-
high Valley R. has just placed such a locomotive in
service. We are told that it has an abundance of
brass work and nickel plate, and that the cab has
stained glass windows, etc. This seems like a back-
ward step, but we presume there is some special
reason for the building of this beauty, which is said
to be the pride of the road.
The earnest attention being paid to the more
effective braking of railway cars is well evidenced
by the recent practice of the Pennsylvania railroad,
which has commenced to apply brake shoes on both
sides of each wheel of its four wheel passenger trucks.
This application of brakes is accomplished in a very
neat manner. The advantage of this practice is in re-
ducing the weight of each individual brake beam, in
reducing the renewals of brake shoes, which with
the decreased pressures required will not wear so
rapidly, in the reduction of the wear and tear of the
truck frame, upon which the strains are better
distributed, and in the reduction of strain upon the
brake gear as a whole.
It is stated that passenger engine No. "04 on the
Indianapolis & Vincennes road, which is a division
of the Pennsylvania Co., has a record of running
122,061 miles without being shopped for repairs.
London Engineering makes the statement. In re-
ferring to the general disdain of chemical analysis
by a Sheffield steelmaker, that his iron comes to him
of uniform quality, containing just those elements
he requires, and practically free from impurities, so
there is no need to analyze that; and that the trained
eye of the Sheffield operative, perfected by a cen-
tury and a half of hereditary transmission, will dis-
criminat3 the amount of carbon shown by the fracture
to the tenth part of 1 per cent.
Electric welding by the use of the arc is now being
successfully performed. The surfaces to be welded
are heated by the application of an electric arc,
formed between two converging carbons. The heat is
localized by the influence of an electro-magnet which,
when properly applied, controls the arc much as a
blow pipe controls a gas flame.
In some recent and very extensive tests for color
blindness carried on in Russia the following results
were obtained: Of 12,.542 pointsmen, fiS were color
blind; of 4,620 station-masters, 17 were color blind;
of 6,321 machinists, 21 were color blind, and of 18,600
watchmen on the railways, 140 were color blind.
A correspondent of London Engineering gives an
account of some fast running of an ordinary train In
which he took passage over the West Coast route
from Edinburgh. He recorded no less than six miles
averaging 80 miles per hour. The engine had 6 ft. fi in.
coupled drivers, 17x24 in. cylinders, and was hauling
a train weighing about 120 tons. He was in a 19-ton,
eight-wheeled coach, and the absence of oscillation
at the extraordinary speed noted convinced him that
the carriage itself and the permanent way were in a
state which "it would be unhandsome not to describe
as perfection." We agree with him fully.
The interesting announcement is made this month
that aluminum is now being furnished at $1 per
pound in small lots by the Cowles company of Cleve-
Almost every one knows bow distressing the blast
of the locomotive whistle is to the ear, and this mat-
ter has been scientifically investigated in Scotland.
An eminent aural surgeon of Glasgow recently read
a paper on the Injurious effects of railway whistles
upon the hearing, in which the results of the inves-
tigation are summed up. The author found that
the regulation of the pressure of steam passing to
the whistle did not seem to be sufficiently delicate in
many cases, and that when the boiler was under high
pressure the whistling was unnecessarily loud and
shrill, just at » time, frequently, as when leaving
stations, these qualities are least required. He ad-
vocated a whistle used by Mr. Drummond on the
Caledonian Railway, which is constructed somewhat
on the principle of an organ pipe, and which gives a
a deep sonorous tone that may be described as rich
rather than shrill. We may say in this connection
that similar objections to shrill whistles have been
long made in this country, with the result that we
now have in quite extended use a chime whistle
which is made by the Crosby Steam Gage & Valve
Co., of Boston, and the tune of which is musical and
not trying to the ear.
Q uile in the line of our observations concerning
sentiment and business in our last issue are the fol-
lowing suggestive lines, found in the columns of the
Somerville Journal:
When worries and troubles surround you,
Dmi'tfret.
Go to work :
You will always have troubles around you.
You bet,
If you shirk.
The world (
That he's hit.
Every one of your neighbors has griefs of his on
He greatly prefers to let your griefs alone,
enjoy Tiearlng ymi groan,
Pressed steel journal boxes are being received
with favor in England and are gradually going into
service. The boxes can be made of almost any de-
sired shape and are made of steel plates 3-16 or 1-4 in.
thick, according to the design. The plates are first
cut to templates, then pressed, after heating, to the
desired shape, the necessary holes being punched
during the operation. The two joints are subse-
quently welded by a pneumatic hammer, after being
reheated in a gas flame. The boxes are finished in
about two minutes after the plates leave the furnace.
They weigh usually about one third as much as the
cast iron boxes of the same general dimensions.
The subjects for the October club meetings will be
as follows: Western Railway Club — " Swing Beam
and Rigid Trucks," "Steel Tired Wheels, and the
Principles to be Followed in Attaching Tires to the
Center." Northwest Railway Club— "Fire Box and
Boiler Construction," "Brake Beams, the Best
Form and Method of Hanging Them." New England
Railway Club— "Steel Tired Wheels, Methods of
Equalizing Wear, and Machinery for Turning Off
Tires."
The annual meeting of the American Institute of
Mining Engineers this fall is the occasion of a visit
to this country of the British Iron A: Steel Institute
and of the \'erein Deutscher Eisenhuettenleute.
Joint meetings and a joint tour of the country have
been provided for. The American Institute of Min-
ing Engineers met in New York September 29, its
session continuing through Tuesday. On Wednes-
day, Thursday and Friday the British institute held
its session. On Thursday the HoUey memorial was
to be unveiled in Washington square, and a com-
memorative address delivered by James Dredge,
editor of London Engineering. On Saturday the
party starts for Pittsburgh, where it will arrive
October 8, after having visited Philadelphia, Leb-
anon, Harrisburg, Johnstown and Altoona. At
Pittsburgh two joint international sessions will be
held. Up to this time the associations and their
guests will be entertained by local committees at the
points visited. Leaving Pittsburgh the general ex-
cursion will proceed to Chicago, where, after a
visit, it will divide into two parties, one going north
and one going south. The northern party will visit
the Menominee, Gogebic and Marquette iron
ranges, and the Lake Superior copper district, re-
turning to New York via the Sault Ste. Marie canal,
the Sudbury, (Can.) nickle and copper mines, and
Niagara. The southern excursion will go from Chi-
cago to Birmingham, Shelby and Anniston, Ala., re-
turning to New York via Chattanooga, Tenn., Mid-
dlesbrough, Roanoke, Cripple Creek iron mines,
and Pocahontas coal mine, Luray, Va., and Wash-
ington. Local committees will look after special en-
tertainment at the various points visited. Both ex-
cursions are timed to reach New York on their re-
turn about October 28. It will be seen that a noble
trip has been planned for our foreign guests. They
will be enabled to gain an excellent idea of a large
portion of our country and some conception of its
magnificent distances.
the members of the British Iron & Steel
Institute now in this country are many of the most
prominent and celebrated names of Great Britain
and Germany. About 150 members from the latter
country are now here. The entire body of visiting
members is to be in Chicago October 13th and 14th.
On Monday evening, October 13, they will be given
a reception in the Auditorium and a complimentary
concert by the Strauss orchestra. Tuesday, the
14th, will be devoted to visits to the works of the
Illinois Steel Co., the Fowler Car Wheel Co. and to
Pullman.
A large number of important papers will be pre-
sented during the various sessions held at New York
and Pittsburgh. Among them we note the follow-
ing which should prove of especial interest to rail-
way circles: "Cast Iron Tools for Cutting Metals,"
by Oberlin Smith, Bridgeton, N. J.; "Notes on Re-
cent Improvements in German Steel Works and Roll-
ing Mills," by R. M. Dalen, Dusseldorf, Germany;
"American Rolling Mills," by R. W. Hunt, Chicago;
"Pneumatic Hoisting," by H. A. Wheeler, St. Louis,
Mo.; "The Manufacture of Bessemer Steel in the
United States," by Prof. H. N. Howe, Boston, Mass.;
"The wear of Metal as Influenced by its Chemical
and Physical Properties," by C. B. Dudley, Altoona,
Pa.; "The Manufacture of Spirally Welded Steel
Tubes in the United States," by J. C. Bayles, East
Orange, N. J.; "The Thompson Electric Welding
Process," by Prof. Elihu Thompson, Boston, Mass.;
"Testing Materials of Construction in the United
States," by Messrs. Hunt and Clapp, Pittsburgh,
Pa,; and "International Standards for the Analysis
of Iron and Steel," by Prof. John W. Langley,
Pittsburgh, Pa.
The Chicago, Rock Island & Pacific Railroad is
having six chair cars, five baggage and mail cars^
five Pullman sleepers, of the very latest pattern, and
five first-class coaches, built at the Detroit shops of
the Pullman Palace Car Company, the Chicago
shops of the latter company being so crowded that
the work had to be done at Detroit. The coaches
are of the standard Rock Island pattern and are fitted
with the Scarritt-Forney seats. The interior finish
is in mahogany. The coaches will seat sixty persons.
The chair cars are also finished in mahogany and are
fitted with the Scarritt full-reclining chairs. These
chair cars have a smoking-room of ample capacity.
Both the chair cars and coaches run on 36 in. Fowler
solid steel wheels.
The Chicago, Rock Island & Pacific,
with a number of other roads, is doing its own silver
plating on car trimmings at its shops, with very sat-
isfactory results.
Railway Patents Expiring in October.
143,4.59— Car coupling, S. A. Otis.
143;.513— Hand car, L. H. Kenyon.
143,,51B— Running gear for car, J. S. Lester.
I«,.5.i0— Locomotive headlight, W. Westlake.
143,4'«— Signal, W. Wiokersham.
H:^,.■)3:^— Rail joint, T. Rodes.
143,407— Tie, P. S. Devlan.
143,40.T — Time signal, G. B. Cummings.
14:i,.W2— Car-axle box, L. Schulze.
143,.iU0— Car wheel, A. F. Cooper.
14:j,i5(i:j— Electric apparatus for signaling between trains,
R. K. Boyle.
143,t)94— Electric railway signal, S. C. Hendrickson.
143,708— Rail, B. Myers.
143,7.58 — Dumping platform for cars, J. W. Harrison.
14;i,812 — Smoke and spark conduit for trains, T. De
143,815— Automatic signal, H. S. Evans,
OOTOBEB, 1890.
THE RAIL^VAY MASTER MECHANIC.
167
COMMUNICATIONS
Transmission of Hoat Through Boiler Plates.
Buffalo, N. Y., September 20, l!
To the Editor of tho Knilway Mastor Mechanic:
In the article in .vour last number upon boiler furnaces
and the thickness of boiler-plates, one factor is omitted
from the problem; namely, tho influence of the tempera-
ture of a metallic surface upon its capacity for absorption
of heat from a Hame. It is a fact that tiame contact is im-
possible with a cold surlace, and that as the temperature
rises, the point is reached at which it is established.
If a non-luminous tiame, that from a Bunsen gas burner,
for example, be permitted to play against a horizontal cold
metallic surface, held above it, there will be a perceptible
distance between it and the surface, which can be easily
seen if the tiame be placed between the observer and a
light. This "cold zone,'' as it has been called, will still be
perceptible, even if the (lame be urged by a blast. It does
not seem to be possible for the tiame 'to come into actual
contact with the surface until its temperature approaches
TOO or SOO degrees Fahr.
There is an old experiment in natural phdosophy, de-
pending upon this peculiarity of tiame. A sheet of paper
is tightly wrapped around a smooth cold cylinder of metal ;
when held in a tiame, it will be found impossible to scorch
it. The heat is carried away from the paper by the metal
behind it, and remains so cool that the flame cannot touch
it. But if it is touched by a hot wire, not so hot as the
tiame, it is immediately burned.
Another illustration of this peculiarity is the fact that
water may be boiled in a paper bag, without injury to the
bag from the heat.
In the case of tliick boiler-plates, the moment the thick
ness and resistance to conduction of heat are sufficient to
produce a marked difference in temperature between the
receiving and transmitting sides, the resistance of the
former surface to the reception of heat is lessened ; and the
amount of heat transmitted remains practically the same.
It is undoubtedly the fact that thick plates of homogeneous
metal have the same capacity for the transmission of heat
that thin ones possess.
It is well known that a thin scale does not materially in-
jure the steaming qualities of a boiler, the same reasons ap-
plying as with thick plates. The obstruction due to the
oily surface, in case of a new boiler, is enough to make a
difference, and the boiler will actually steam better after |
use than when new.
This property of metal in relation to flame contact, has
been taken advantage of by studding the surfaces of
vessels intended for boiling water, and actually exposed to
flame, with metallic pins, usually copper, and of such a
length that their free ends would take on a heat approach,
ing to redness audit has been found that a certain amount
of heating surface of this description is much more |
effective than the same amount of ordinary
tlat surface. If it is simply exposed to hot air
this statement does not hold, —it must be exposed to flame.
The experiment is easily tried, and any one can satisfy
himself of the truth or falsity of the statement at small
It is conceded that the most effective heating surface in a
locomotive boiler is the crown-sheet; next, the sides of the
fire-box. By studding these surfaces with pins, where they
would not be in the way it would be easy it add .50 percent,
or even more to their effectiveness. Suppose the staybolts ,
for instance, were allowed to project two or three inches
into the firebox in the upper and rear portions, being
shouldered down enough to allow of caulking instead of
riveting, an amount of surface would be gained which, in
the aggregate, would amount to considerable. If, in addi-
tion, a stud were screwed into the sheet midway between
each four staybolts, the additional surface would be nearly
doubled, with but a slight weakening of the plate. The
matter might be carried still further; but even this would
be enough to improve the steaming qualities of the boiler.
The extra weight of iron, in proiwrtion to the gain in surface
and effectiveness, would be less than if disposed in the
form of a sheet, the effectiveness being at least doubled.
• boiler (
heavier than the old
After this engine is ou
put forth by advocates of this practice, but these claims
have always been based on theory rather than on cold
facts. Many of these claims have been made by people who
have had but a one-sided experience; that is, by those who,
enthusiastic as to high steam pressure, will take an old en-
gine weighing 30 or 33 tons which has been carrying l-.iO
lbs. steam pressure— take such an engine when the boiler
requires renewing, and, using the old cylinders, strength-
ng up the frames, lengthening out the flre-box, put ou a
oral inches larger diameter made of plate
and give her lOU lbs. of
the shop it is apparent^
ly a great source of satisfaction to these people to tell how
much better old No. does since she carried 160 lbs.
pressure. It is bard for them to see that there is anything
to aid in this performance but the differeni* in the pressure
of steam. To prov e this they will say that "she has her
old cylinders and wheels." They do not seem to think that
the several tons of added weight or the increase of heating
surface is of any account whatever.
What would appear to me as something like a fair test of
the value of increased pressure would be to make engines
of the same weight and type and let them be proportioned
according to the pressure carried ; that is, the one carry-
ing only 1-JO lbs. to have cylinders large enough to allow
the same pressure on the crank pin as the one that carries
the 180 lbs. pressure. Let these engines do the same work
for a time— long enough to supply some reliable informa-
tion. In making these tests the difference in cost of mak-
ing the boilers for their respective pressures, and also the
wear and tear of the boilers during their lifetime, should
be taken into consideration. It is the opinion of a few that
the supposed advantages of the higher pressure would be
found wanting after a thorough trial.
It does not appear to the writer that an engine carrying
ISO lbs. of steam in freight service and cutting off at half
stroke (where many of them do) is in a good way to show
much economy when the steam is passing out of the stack
at SO lbs. or over pressure. It would appear to one not ed-
ucated up to this high steam practice that so much heat go-
ing out of the stack is a source of loss. I have seen some
cards taken from an engine carrying a high steam pressure
and cutting off at lli in. (it was a 34-in. stroke), and trying
to run a passenger train up a grade at thirty miles per
hour. The expansion curves of this card put me in mind
of the outline of a ham— one of the Cincinnati brand— and
the parties possessing these cards were explaining how
much work could be taken from an engine with small cyl-
inders. What the writer would like to know is : Would
not more work be done with that same volume of steam in
the cylinder with a capacity sufficient to allow it to fill only
10 in. out of the 24 in. and let it expand the rest of the dis-
Hoping that there
11 not be too many jumping' i
my query and getting us all nei
m, Yours anxiously,
"Plug Pulle
upon the above may be found in ou
Ed.]
: journey.
Notes from Brazil.
To the Editor of the Railway Master
Rio de Janeiro, Brazil, Aug. 1.5, 1890.
I have just returned from a trip over the Brazilia Cen-
tral Railroad, and was much impressed with the excellent
condition of the road, and with the good train service. Con
ceming the latter I must say, however, that we can hardly
call it good in every sense, when we consider the time it
takes for travel. It takes nine hours and one-half to run
■i-a miles. Much time is lost at the stations. It seems im-
possible for the Brazilians to stop an express train less
than ten minutes at a station, and they generally keep
them there a longer time. The track, though excellently
maintained, is ballasted with the soil of the country, which
is a red adobe soil that in the eye resolves itself into mina-
ture bricks. The dust is simply fearful; closing up win-
dows will not keep it out. Life is simply a burden to one
traveling here in the dry season. There is no excuse for
this for on this line they have miles of rock cutting and i^
tunnels, and this through the hardest of rock that would
make excellent ballast. The rail used is about .55 lbs. in
weight. Hard %vood ties are used, which last about five
years.
The engines used on the Brazilia Central are aU Bald-
wins, although a few English engines remaining are used
for switching purposes. Coal is burned in these engines.
The passenger engines pulling express trains are fitted to
bum gas in their head lights; two head lights are used on
each engine, being placed on the bumper beam, one on
each side immediately over the rail. They give an excel-
I have for some time had a question in my mind as to how ! lent light, and have been in use about a vear. The engines
much economy there has been proved, up to date, in the use ] are equipped with the Westinghouse driver brake, and aU
of ISO lbs. of steam pressure in single expansion engines i passenger tr
with the ordinary Unk motion. I Lave heard many claims , matic brake.
High Boiler Preasnres.
loomal I
engine, all the details of which I consider to be very fine,
and with which I have no fault to find. It is evident, how-
ever, that it was intended to carry a high pressure of
steam when the safety valves are set at ISO and lv3 lbs., and
; equipped with the Westinghouse i
The passenger express trains do not have that anpear-
ance of uniformity which makes the trains of the United
States so pleasing to the eye. In fact a Brazilian express
tram is about as ragged looking an affair as can be imag-
ined. Let me give you the make up of a typical train, as
follows:
Baldwin engine and tender.
Two small short English baggage cars, called luggage
iOne short English car, with a side door.
One long postal car, built by the railroad companv at its
shops.
One long second class American car.
One long first class American cur.
One short English car marked "Chefe do Tren."
Three long first class American cars.
The train is lighted throughout with gas; as the train
leaves the terminal at 5 a. m., that is necessary. The gas
is also used in going through long tunnels.
The car seats are high backed and fixed, being arranged
like sleeping car seats. The seats and back are of cane. A
cross pitce in the center of the seat to support the cane
makes the seat uncomlortable for a long j
The closet is in the center of .„= ,.»,, „uu me lavatory
on the opposite side. Doors divide off the car on either
side of these compartments, and these doors swing and
bang in an annoying manner in rounding curves. All the
cars have single Hoors, and you can imagine that they are
pretty noisy.
Some cars are furnished with a clear story, but others
are not, are very low, and have only English ventilators.
All the passenger equipment is fitted with English buffers
and right and left-hand screw couplings.
Evidently old rails are at a discount in Brazil, they being
used for telegraph poles very generally. On the BraziUa
Central railway these rails are used for fencing posts
throughout and at some points for the upper rail also, wire
being used below.
The locomotive engineers are uniformed, wearing gold
braid on their cheese cutter caps. The conductor attends
only to the starting of the train, the signals for which he
gives with a small national flag. Each train on the Brazil-
ia Central has one or two ticket collectors.
Railroad building appears likely to be greatly Increased.
The Sapuchy Railway has aconcession for 1,000 kilometers;
construction has commenced on the first of the three sec-
tions. The rolling stock comes from the United States,
the Rhode Island Locomotive Works supplying the engines
and the Gilbert Car Works the cars.
The Western Minas Railway, a :10 in. gauge road, is be-
ing extended and will open up a rich country. It is now
about -M) kilometers long. It is equipped with American
engines, but European cars. American engines are in fa
vor in Brazil; with cars it is a matter of price and they are
mostly of American style, or rather all are that are being
ordered now. The LeopoMina system, now rapidly grow-
ing by absorption of smaller lines, uses the Eames vacuum
brake and the Westinghouse air brake is in great favor on
the Brazilia Central.
The main shops of the Brazilia Central are about half an
hour's run from the Rio terminus and are well equipped
with tools, among which I noted many of American make.
But the capacity of the shops is wholly inadequate to re-
quirements.
The Brazilia Central Road is under government control
and when.the revolution to republicanism took place its
officers were changed.
With a little more push and a little more economy of
time, and if the Brazilians could realize that to-morrow was
not always better than to-day, the railroad systems of this
country might be made equal to any.
I go shortly to San Paulo, the railroad center of Brazil,
and will write of what I find there.
Yours truly,
Steel and Sheet-Iron Cars.
To the Edit
r (.t the Railway Master Mechanic:
I see that steel cars are attracting attention, and under-
stand that several designs have been offered to the rail-
ways. Can you give me any information concerning them.'
Can you also tell me whatever became of the sheet-iron
cars which were placed in service on the New York Cen-
tral some 'JO years ago ( Fekko.
(The Harvey Steel Car Company of Chicago has made
designs for steel box, gondola and passenger cars; and a
western road is now building a gondola car under these
patents. The Schoen Manufacturing Co., of Pittsburgh,
also offer designs for steel cars. The American Steel Car
Co., of Chicago, is nearly ready to offer designs ; a postal
car built after an early design of this company is now run-
ning on the Louisville, New Albany & Chicago R. ; it is
really a composite car, part wood and part steel.
The New York Jentral sheel-iron cars to which our cor-
168
THE RAILW^AY MASTER MECHANIC
respondent refers were built by Mr. E. H. Jones (who pre-
viously had been superintendent of motive power of that
road) some lime in the '60s. These cars are now about
used up and are being gotten rid of as rapidly as possible.
—Editor
M-ISTEK Me
In the accompanying illustrations we show the
construction of a standard f rei^rht truck for 60.000 lbs.
cars, designed by Mr. B. K. Verbryck, general mas-
ter car builder of the Chicago, Rock Island & Pacific
Railway. This truck is of the swing bolster pattern
and has wooden transoms, bolster.'^ and spring plank.
The frame is of the usual diamond type, all the bars
being 4 in. wide, and the axle used istheM. C. B.
standard for 60,000 lbs. cars, but the journal bo.x is
slightly different from the design proposed as the
standard for that association in respect to the posi-
tion of the bolt holes. It will also be noticed that
though the standard distance from center to center
of journal, 6 ft. 3 in., is retained, the Jtruck frames
are placed 6 ft. 3f in. between centers, this being
done to make the wear upon the journal brasses
even, as they have been found in general practice to
wear more upon the inside end.
The transoms are of wood H in. wide by 12i in.
deep. These rest at their ends upon castings which
are placed between the upper and lower arch bars.
These correspond somewhat to the end castings
which are usually employed, but they are very much
diflerent in design, and do not fill the space between
the ends of the transoms. On the contrary this space
is occupied by a block of wood 5 in. wide and the
same depth as the transoms, being let into the face
of the latter sufficiently to hold them in place.
Through the castings or chairs upon which the tran-
soms rest a vertical li in. bolt is passed, tying the
arch bars of the truck firmly together. Two hori-
zontal bolls, one outside and the other inside of the
wooden block between the transoms, serves to hold
the parts together in that direction. It would
seem that at this point due provision had not
been made for the shrinkage of the wood, for,
as the transoms and the block between them
shrink the parts cannot be drawn tightly together
by screwing up the nuts on these horizontal bolts, as
the latter pass through the castings on the outside of
the transom, and these cannot be made to approach
each other on account of the vertical bolts. The
usual end castings would seem in some respects to be
better practice than the ones here illustrated.
Each transom is trussed with a 1-inch truss rod in
the manner shown. Coil springs are used, there be-
ing two at each end. The swing links are of the
usual construction and are kept the right distance
apart at the top by means of a sleeve of piping slipped
over the pin. The bolster and the ti-ansom are care-
fully protected by the chafing plates shown. The
center plates are made of pressed steel and are shown
in detail. It will be seen that they are somewhat
smaller than those generally used and are very
light, but they are fully strong enough for the loads
they have to carry.
THE MONET VALUE OF SOLID EMEBT WHEELS.
At the last meeting of the American society for
the advancement of science a very interesting paper
on the "Money Value of Solid Emery Wheels" was
presented by Mr. T. Duncan Paret. In the opening
portion of his paper Mr. Paret refers to the great
growth of the use of solid emery wheels during the
past 2o years, and at the same time points out that
they are not used nearly as frequently as they should
be. The chief reason for this non-use of solid emery
wheels in many shops he says to be the lack of time
and space. Emery grinders being run at much
greater speeds than the general machines of an ordi-
nary shop, they cannot be run direct by a belt from
the line shaft, and intermediate or counter shafts are
therefore necessary. Furthermore, as these grind-
ers have to be set near the lathes, planers and otljer
high-priced machines, dust exhausters are neces-
sary, the high speed of which also calls for counter
STANDARD l»,000 LBS. FREIGHT CAR TRUOK-C, R. I. & P. RY.
October, 1890.
THE RAILWAY MASTER MECHANIC.
1G9
shafts. Thus the time required to erect an emery
grinder is out of all proportion to that demanded by
the more' common machines. Furthermore, as the
grinders should be interspersed among the other
machines, the placing of them in shops previously
supplied with other machine tools necessitates not
only more space but frequent re-spacing of other ma-
chines. Mr. Paret also makes the point that be-
cause of the high speed and trouble of setting coun-
ter-shafting, a correct standard speed is seldom ar-
ranged for, and the grinders are not therefore
worked to the best advantage. Various other rea-
?%•'-
PRESSED STEEL CENTER I'LATE-C, K. I. & P. Rv.
sons are given for the comparatively restricted use
of grinders and the frequent failure to use them to
the best advantage. The author then proceeds with
a consideration of what he aptly terms the money
value of solid emery wheels, as follows:
□ A fact far from simple, however, is that no e.\act
data e.xist as to the money value of the process of
grinding by solid emery wheels, as compared with
other and older processes of metal shaping and re-
moval. This fact is largely dependent upon another,
namely, that no well known and easy method exists
by which the comparative money value of the var-
ious makes of solid emery wheels can be ascertained.
.\s a consequence, the reputation and commercial
success of many makes of solid emery wheels are
purely factitious, and bear slight relation to real
money value.
In many cases the choice of a solid emery wheel
depends entirely on color. In some sections of thi
United States at the present time a prejudice exists
against all dark-colored wheels. In some cases
ousnoss or openness of texture is considered the
And but one
password to every saw mill in Michigan, and Ver-
mont knew nothing but the "Cosmopolitan." All
these are now but names of the long past. It has
been found out that a wheel does not necessarily
grind faster because "you can blow through it,"' and
that some close and compact wheels do better work
than those of open texture. Mineral ingredients
have not proved their superiority to organic matter,
nor has color been identified as a distinct factor of
quality.
Yet to-day the majority of factories are using
solid emery wheels whose purchase has been in- vveiiin. -:,;.,, ii,> ii,,. averatm mpial
lluenced by the friendship of buyer and salesman— per miuuic ui luc i.;i, , „ make was 1 4'' lOil
by the unfounded bias of some foreman, or by the and that lu foil short of this average fhisaverairp
unreasoning and baseless prejudice of some unintel- I however, was at what we call a fair, ordinary ores-
l.gent grinder. In the rarest of cases can either sure. Xow. in many cases the workman is not satts-
buyer, foreman or grmder give any specific state- lied with the small product, and to secure a greater
ment. as to the product of_ any_^wheel or the cost of | applies more pressure. This pressure soon exlTrusts
, and he then gets rest and change of work by
topping the machine and proceeding to chiporhack
, yet, as a general rule, increased wheel con-
>Q implies increased product. So marked is
3 that it may be safely assumed that any
■hich is notable for its durabilty will be a
ly slow grinder.
If we seek for an intelligible reiison why the mere
workman should prefer a slow cutting wheel, we can
'""' ^"' ' ■' tt is, that sometimes it appears
iin --, and afford relief from the
'ii. But this is an appear-
110,000 LBS. JOURNAL HO.X
characteristic of a first class solid emery wheel, and
the value of some wheels has been boasted of because
it was claimed that water would flow through then>,
and that "you could blow through them." Value is
set upon some solid emery wheels because they are
said to be composed entirely of mineral ingredients,
and to contain no glues nor gums. Some are used
on account of faith in the special brand of emery
they are said to contain, while the virtue of others
is based on the peculiarity of what is called the
bond. At one period the sonorous name of itacol-
umite was a terror to emery wheel salesmen, and in
the unknown they found the immense. At another
time infusorial earth was the great bugbear, and
the wheel which had this for its bond was looked
uix)n as the rising sun in the emery wheel industry.
.\t one lime the name of "Goddard" was a magic
such product. Singular as it may appear, even th(
system of paying for grinding by the piece does not
lead to a careful estimate of real value, any many
buyers are found who seek the most durable wheels
because their men are paid by the piece, while the
men accept such wheels, not discovering that ex-
cessive durability almost always necessitates an ex-
cessively small product.
That an investigation as to real money value will
pay, and that it may be made to pay both the buyer
and the user, is demonstrated by the following let-
ter of a Scottish engineering firm, dated in 187-5:
" We have now had a few trials of the blank
emery wheels, having used them over 12 months.
The first cost being so high and the wear so rapid,
made us give them up at first and go back to the
London made emery wheels; but our men (who do
the work by piece) agreed to reduce the price so
-uch, if we would supply them, as they said, ' with
le tine kind of wheels they had last," that the re-
duction does more than pay for the wheels alto-
gether.""
le the great majority of users neglect to make
juiry as to the real money value of emery
wheels, and while the few who do inquire are most
unlikely to establish strict test conditions and se-
cure accurate comparative results, it is important to
know that an inquiry of great scope is being con-
ducted by scientific men.
It would be unwise to make known prematurely
the details or results of this inquiry, but a few lead-
ing facts may be stated. These facts are the more
pertinent at the present time, because the purchase
of emery wheels is conducted with much less circum-
spection than in former years. This is true both of
this country and of Europe, concerning which latter
country we have heard very recent personal testi-
mony. In both the general rule is that first cost de-
cides the purchase: and, except in those cases where
some real or fancied reason exists for adhering to
some particular make, the largest discount secures
the order.
A prolonged investigation has been made as to the
comparative quality of 1-5 different makes of Ameri-
can solid emery wheels. This demonstrates that
under equal conditions the fastest grinder of the lo
makes will grind off more than 12 times as much cast
iron per minute as the slowest grinder does. It does
not necessarily follow that the slowest grinder is the
dearest wheel of the lo, and the fastest grinder the
cheapest; for first cost of wheel, power consump- |
tion, wear of wheels, etc., have also to be considered.
But the fact does cast much doubt on the general
assumption that one emery wheel is as good as an-
other. Is it likely that.a wheel which will cut only
■12 of an ounce of cast iron per minute is as valuable
a tool as that which will cut -^-IS ounces per minute":*
It is a singular fact that the two makes which stand
thus at these opposite extremes are among the older
manufactures of this industry, and almost equal in age.
The ability of the one manufacturer to supply a too"
whose product was calculable and great,has not inter- |
fered with the free and large sale during along term of
years of a tool whose product was disproportionately
small. What are we to think of a mechanic who
would knowingly stand for years over a wheel which
only ground off 42 of an ounce per minute, when he
could remove .5'l:j ounces in the same time':' What
are we to think of the manufacturer who would
knowingly buy the tool which gave such small pro-
duct':' We are forced to believe that the great bulk
of emery wheel buyers and users have no definite
idea whatever as to the product of the wheel they
use, nor of its real money value. Not knowing,
they are misled by the two striking items of low first
cost and great durabilty.
We are firmly convinced that nothing has cost
emery wheel users so much loss as their false esti-
mate of the money value of durability. It may be
possible to get an emery wheel so friable that its
japidity of wear is not equaled by its increase of
product; but this investigation seems to show that
the majority of American wheels are too durable
.and too unproductive. The average metal removable
of all the makes at a fair, ordinary working pressure
was 1-42 ounces per minute, but out of fifteen makes
ten fell short of this average.
While the consumption of wheel material does not
bear a regular proportion to the amount of metal
the face of his wheel. This investigation shows that
some of the so-called very durable wheels largely in-
crease their product if a great pressure is applied.
We cite, as illustration, the case of one well known
and popular make, whose average metal removal
per minute at a fair, ordinary pressure, was only
72-100 of an ounce, but which, when the pressure
was increased about 2* times, attained an average of
7 9-100 ounces. The maximum metal removal of this
wheel in any one minute was 11 66-100 ounces, yet in
some cases its minute metal removal was absolutely
nothing. The pressure which secured the average
of 7 !i 100 ounces per minute was an excessive pres-
sure—a pressure at which some makes would be
dangerous in the extreme, and which no workman
could maintain. It is to obtain rest, and change
from the too heavy work necessitatedby extra durable
wheels, that men gladly accept the job of chipping
and hacking a wheel. How much time is thus lost,
and how much wheel material wasted, it is impossi-
ble lo say. and equally incalcuable is the waste of
physical effort in striving by undue pressure to exaet
a reasonable product from an over hard wheel.
If wheels were provided which gave a fair product
under light pressure, metal grinding by the use of
solid emery wheels would not only be easier for the
workman, but much more profitable. In attempt-
ing to introduce free cutting wheels, instead of the
over durable ones, one practical difficulty is fre-
quently met. That is that the workman, habituated
to excessive pressure, applies such pressure use-
lessly, to the softer and freer cutting wheel, and so
wears it out with unnecessary rapidity and without
adequate increase of product.
It is our firm belief that the gener,al results of this
investigation show the use of too many hard wheels,
and the survival in grinding processes by solid
emery wheels of the same old methods which char-
acterized British practice by grindstones. The in-
creasing use of waterproof wheels, run wet, also
tends to the use of over hard wheels, and to careless
work. The grinder thinks it easier to press his tool
hard against a hard wheel, and trust to the use of
water to prevent overheating, than to manipulate
the tool with care against a free cutting wheel at
high speed.
The object of this paper is lo call the attention of
proprietors and foremen to the generally uneconom-
ical selection and use of solid emery wheels, and to
point out the possibilities of great profit and losses
in this process, as yet unsuspected.
Committees of the Master Hechsnics' Association.
The various committees of the -Master Mechanics'
Association, appointed to conduct the business for
the year 1890-1, have been announced by the secre-
tary, and are as follows:
Exhaust Pipes, Nozzles and Steam Passages :
lith.
D. L. Barnes.
No. :!. -Vdvantages and
Fire bcx ,\bove the Fra
Macbeth, W. A. Foster, A
No. 4. Kolati' . . __
Mackenzie, .7. S. Graham, John S. Cook
Puriacation or .Softening of Feed Water
Middleton, A. W. Quackenbusli
Disadv
tapes of Plajlnu the
—Fred. B. Griffiths, James
Leonard, Louis F. Lyne.
of Steel and Iron Axles.— John
B. Wall, Th09.
-\V.
Small, Harve
Barnes, John W. Hil
No. 0. The Present Status of the Car Coupler ijuestion ;
investigate whether tnis association can endorse trie action
of the Master Car Builders' Association from a mechanical
standpoint in recommending the vertical plane type as a
standard.-^Iohn Hickey, G. W. Rhodes, Sanford Kecler.
U. H. BlackaU. M. N. Forney.
No. 7. Examination of Locomotive Engineers and Fire-
men ; on their duties relating to the use of fuel, care of the
locomotive, and ability to deal with disorder or disability
of machinery; to what extent practiced, and best plan for
conducting the examination.— W. H. Thomas, John Plaver,
F. D. Casanave, J. W. Luttrell, L. R. Pomeroy.
No. •>. OiJerating Locomotives with Different Crews: in-
vestigate the comparative advantages of operating locomo-
tives with different crews on the "Hrst in and Hrst out"
IHE RAILV/AY MASTER MECHAKIC.
OOTOBBR, 1890.
plan, and that of coDIining men to certain engines, the lat-
ter not running a greater number of miles than can be ren-
dered by their regular crews: discuss any improvement in
the method of running engines. — Ross Kells, W. W. Rey-
nolds. W. F. Turreff, C. G Turner, John A. Hill.
Xo. !'. Locomotive for Heavy Passenger and Fast
Freight Train Service ; investigate the types best suited for
this service, and the relative economy and safety of eight-
wheel, ten-wheel and mogul locomotives for the service in
question— Pulaski Leeds, Jas. Meehan. E. M. Roberts, C.
E. Smart. \V. A. Smith.
Xo. lU. Electrical Appl
on the progress of electricity into motive power, car light-
ing, signaling, welding and kindred uses— T. \V. tJentry,
G. B. Hazelhurst, Albert Griggs, John Ortton. F. W.
Dean.
No. 11. Standards of th
Wm. Garstang, C. H. Cory
Disposal of Boston Fund
gus Sinclai
for Railroad
Wm. Swanston,
McCrum, Thomas Shaw.
Lauder, J. X. Barr, An-
Stewart. Chas. Graham, David Clark,
John Mackenzie.
On Subjects for Investigation and Discussion-
Lewis, John Wilson. Peter H. Peck.
Executive Committee and Trustees of Boston Fund and
Printing Fund— John Mackenzie, John Hickey. Wm. Gar-
stang, O. Stewart. Angus Sinclair.
Custodian of Boston Fund— J. H. Setchel.
The following resolution «as unanimously adopted
at ihe last convention:
Renolced, That the chairmen of committees be required
to send in their reports to the secretary not later than May
1 : and that the secretary be instructed to have reports
printed and sent to members in lime to be read before the
!the
requested to
Our readers will no doubt remember that the com-
mittee (Messrs. C. F. Thomas, A. W. Gibbs and
.fohu Hill] which reported to the Master Mechanic's
Association last .Tune on the subject of exhaust pipes,
nozzles, and steam passages, referred to one form of
pipe which thej- considered to have given good re-
sults. The}' submitted with their report a drawing
of this pipe, an Illustration of which we gave in our
August issue on page U3. They also submitted sev-
eral cards taken fi-om the engine using it. These
cards, ten in number, we now present to our readers,
and here append the data regarding them.
U.\T-\ KKGARDIXG INDICATING DIAGR.\MS
L-STR.'iTED.
The engine had cylinders 19x34 in., exhaust noz-
zle, single, -5* in. diam. The train consisted of nine
passenger cars, three being sleepers.
The "Old Man •
In an entertaining article on "The Old Man'' in a
recent number of the American Machinist, Mr. W.
.S. Rogers advocates the retention of that apparently
disrespectful term as aplied to the proprietor and
gives the following amusing account of the results
of his ignorant use of the same during the early
days of his apprenticeship:
My hardest work was learning the names of the
different tools I had to use. 1 was always in trouble
over it. One hot summer day I was with two o( the
men on an outside job, two miles from the shop, and
they told me to go back and gel a 0-16 in. drill, the
ratchet, and old man. (For the Denetlt of the unin-
itiated w
plain tuat
an angular piece ot iron that is used in connection
with the ratchet and drill.) I trudged back to the
shop, and the first one I met, as I entered, was the
proprietor. "How are you boys getting on with that
jobV" he asked. "First rale, .lohn told me tobring
you out. and also the — the— I forget their names, but
some tools," I replied. "Bring me out!'" he ejacu-
lated; "what for?"" I couldn"t tell, ot course; and
having put on his coat, with a frown on his face that
boded no good to those luckless fellows that werego-
JAKDS FROM AN ENGINE FITTED WITH AN APPROVED EXHAUST NOZZLB.
ing to have him walk two miles in the broiling sun,
he asked me what tools were wanted, but I could not
remember. "Can you make a picture of them*?" he
asked. Yes, I could do that. So, taking a piece of
chalk, I drew a tolerably decent representation of
the ratchet on the shop floor. "You want the ratchet,"
he exclaimed. "What size drill?" "Nine-sixteenths,''
I replied.
To the tool room we went, and handing me the
ratchet and drill, he said, "Come onl"' but I waited.
"I want the other piece that goes with it," I said.
"Oh, you want the 'old man,' too; why didn't you
say so?" said he. And while he was getting that
piece of angle iron for me thei'e was a great light
dawning on my brain; and when he handed it to me,
I looked him fair in the ej-es, and said: "ilfr. Smith.
John don't want you to come now." As I saw the
smile that wrinkled up the corners of his mouth T
knew he thoroughly appreciated and enjoyed his
prestige as the Old Man.
Kales for Qaarding Against the Dangers of Electricity.
The following rules for the protei-tion of those
employed in erecting and operating electric ap-
paratus involving the use of powerful and therefore
dangerous currents, have been formulated by the
Employer's Liability Assurance Corporation. They
were quoted in the course ot a paper read before the
National Klectric Light Association at its recent
convention, and the association formally indorsed
them.
touch or handle any electric wire
apparatus of any
while standing on the ground, or
while in contact with any iron work, gas or water pipe, or
stone or brick work, unless your hands are covered with
rubber gloves, and you are provided with such properly
insulated tools as have been declared to bo safe and in good
order by the electrician or other competent offloer of this
company. It it is at any time necessary to stand on the
ground, or on an.y surface not insulated from the ground,
while handling electric wires and apparatus, rubber boots
or an insulated stool should be used. In moving wires,
hanging on or lying over electric light wires, lamps, or fix-
tux*es, use a dry hand line.
Second. Never handle any electric wire or apparatus
with both hauis at once when this can be aroided, and,
if it is necessary to do so, be sure that no current is present,
or that one or both hands are protected by rubber gloTes or
efficient insulation.
Third. When handling line wires, treat each and every
wire as if it carried a dangerous current, and under no
circumstances allow yourself to make contact between two
or more wires at the same time.
Fourth. Never open a circuit which has been in use
without giving notice to the superintendent, or whoever is
in charge, of your intention to do so, and at the same time
request that the same line be opened at the main station,
and kept open until .vou have given notice that your work
on that line is complete.
Fifth. In the dynamo room never go near the belts or
dynamos, nor touch any apparatus unless you are fully
imforraed-and instructed how to do so.
Sixth. Tools used by linemen should be provided with
insulating handles of hard rubber or other equally good
insulator. It is the duty of each lineman to look after his
own tools and see that they are in good order, especially as
to thoir insulation. In construction work, a space of at
least "30 inches must be left between the holes for pins on
the cross arms, so that a lineman may get to the top of the
pole and work without danger.
ind others engaged in the care
switch putting the lamp in
ley handle the lamp in any
OoioBEB, 1890.
THE RAILW^AY MASTER MECHANIC.
U. u.. i=suu of -Mii.v, IS'.HI, wu gavu uii e.\ti;ndt--d de-
scriptioD and illustration of the Ualdnin locomotive
built for the Baltimore A: Ohio Itailroad. This loco-
motive and a standard locomotive made by the same
works were tested on the Baltimore A; Ohio Kail-
road during the months of April, May and .Tune of
this year. The tests were conducted by Mr. George
H. Barrus, mechanical engineer of Boston, Mass.,
and an extended report of these tests has been made
by Mr. Barrus to the Baldwin Locomotive Works.
Prom this report we abstract the following details:
Both looomolives are comparatively new and are iu regu-
lar service on the Baltimore & Ohio Railroad. The com-
pound engine is numbered vi.s, the standard engine 840-
With »he exceptions of the cylindere, both engines are of
the standard Baldwin passenger pattern, and are duplicates
in everj* respect. The leading dimensions of these engines
are as follows:
C4.>aipuunil
No.
Standard
No. WO.
ina.ot «.N Under
H.-P C
II
Mi in.
:«
11 f
1. L.-P. C'J
.[ ^in.
Outolde lap of valve. . . .
Inside clear-ce of valve
Porta
■iin.
.iw m.
n lUxlSiu
cS^D«::;:;;:::;:::;:
Diu. of di'i\'inK wheels.,
with threi- gauges of
'li6 ■ ** *"■ "'■
HSlb's.'
I-engthot tubes
.i^i";
Ml
«;Tiii.
^For further details concerning the compound, we refer
our readers to our issue of May, isyo.— Ed.]
Both engines have the ordinary link motion and revers-
ing lever; extension fronts, straight stacks, plain nozzles,
and fire brick arches. The standard engine had ordinary
balanced D valves.
The tests were made on passenger train under conditions
of regular service. In starting the engines the reversing
lever was placed in full gear forward while moving about
a train length, after which it was pulled back to the de-
sired notch. The throttle valve was much of the time car-
ried wide open, especially on the compound engine. The
coal was wet to lay the dust before firing. The lire door
was opened whenever the pressure rose so high as to en-
danger blowing-ofl. Special attention was paid to firing
and to the care of the fire at terminals betwesn trips. The
coal used was bituminous and special care was taken to
secure a uniform quality of coal for the whole of each
series of tests. Calorimetric trials of the coal used indi-
cated that a part of the coal at least compared favorably in
heat producing qualities with other coals of known excel-
lence. The amount of coal used was very carefully meas-
ured, as was the quantity of feed water used, the latter be-
ing determined by measurements of the depth of water in
the tank. Two graduated water glasses were attached to
each side of the tank for this purjiose. To prevent loss of
' " ; was provided for
water from the i
verflow
the reception of the water which was discharged back by
gravity into the injector. Every care was taken in the ap-
I'lication of the indicators to the cylinders. The cards
•■vere taken with considerable success at intervals of from
: to .3 minutes. The measurement of speed was taken in the
irst series of tests by observation of the revolutions of the
■ iriver per minute, and during the second series of tests by
J tachometer. Close observations were taken of steam
in-essures, draught, cut-off and smoke box temperature.
.Mr. Barrus' universal calorimeter \vas employed for de-
termining the dryness of the steam. Observation was
taken as to the use of the vent pipe employed for relieving
the pressure, the use of the blower, and the number of
times that the whistle was blown, on most of the tests. The
quantity of steam used by the brake air pump was also de-
termined. The amount 'of steam used for the vent pipe,
blower pipe, air pump and whistle is believed to have
amounted to not over 2 per cent, of the total quantity of
the steam used. Account was taken of the leakage of valve
and pistons.
The general results of the tests, which are marked
by an attention to details but scantily indicated by
the preceding notes, are divided by Mr. Bari^is in
his report into four sections, viz.: 1, The general re-
sults; 2, the analysis of the cylinder performance: 3,
analj'sis of the diagrams: i. miscellaneous results.
We abstract these sections as follows, giving Ihere-
mth a number of the more important tables and
diagrams.
N,».,.0N.M..0.E.c,...
CO>.IOt'ND, No. 848.
SVANDARD, No. S40.
Date of Tiir 1890
APRIL 30.
May !.
MAV6
May 7.
M.V8.
«AY,
.. Weigh, of coal o^nsumed fo, ,o„„J .rip. i.cluding
J, Weigh, of dr, co.l consumed for ^und .rip (pounds) .
3. Weigh, of ashes and refuse wi.hdmwn from .sh-p.n
■4.084
.368
. 3.484
-
636
.S.875
.6,589 .6.916
.6/);7 >«.;»
66( ....
•i' .4.
4. Number of inches of v..ler. measured in lank, used on
Ihe scheduled runs for round .rip (in'chej) ....
.erminal s.iiions. no. including .h.. used for blo»-
6. To.al nun.ber of inches of »a..r used, measured in
"""""'
TA..I.K N.I. -i.-
Se. ...\.. SElli
.- OK Tl!ST>,
Pnii..u)i;LrHi
I TO Baltis
ou.:.
NA.Mii AND Number of Engine
CompoOnd
Na848.'
Date of Test 1890
May
.7.
MAY
=8.
J.'NR 2.
Portion OF Route j
PlI.LADELPH.A
P11.UDELP...A
BAms.o«E.
Baltimore
Ph.laJ^lph.a.
Ph.ladelph.a
Balt.more
BU-TIMORE
KIND OF TRAIN
Accommodation.
Express.
AC00MM0DAT.0N
EXPRESS
accommodation.
ftCPEESS.
1. Weigh, of dry coal consumed for Uie .np
4S45
S034
463.
S9.4
4904
5«'4
from ash-pan (pounds)
JO,
n*
224.
350
287
lank, used during scheduled run (inches)
479
43.1
48-.
49.3
47>
48.8
4 Number of inches of wa.er. measured rn
unk, used a. .erminal sralions, no. in
eluding ihal used fo. blowing ou. cinders
(inches)
8.3
6.8
72
92
<•■
S. Toul number of inches of wa.er used.
measured in lank (inches)
56.2
49-9
58.5
Oear.
56.5
563
Clear
54-8
Table No. 3.— AvEiiAfiE Besui.t
s : Coal .vnd Watek
MEAS.•KE.ME^
ts fok Fcl T...
name and number of Encne 1 COMPOUND. No. 848. 1 ST
ndard. No. 840
COMPOUN
. NO 848,
Return. 266 Miles.
P1..LADELP.I.A TO
2HOM9,3SMt>UTES.
S.X Hours.
3HOURS.5SM.NUTES.
Class or Tba.n
Washington L.mite
d Express.
ACCOMMODAT.ON. ■
EX«BS
Nls,.lrofCa.s,Iai:led..^..- {
Four between Pm.laoelp
"n'd wTsinN^f^N.
THREE.
F.VE. ;
1 Approiamarc weigh, of .rain, including engine . . r.
2.05. ons
.6.38,,,
3.8
88.040.
5.37
.67
4.793
S7
3S.340
U
738
(237.o»sMay27and;
S.S9.
S3.S
33.35'
68.
596
7-49
3. Average consump.ion_of coal (dry) (pounds)
8. TMal >.eigh. of wa.er for .he .rip a. 620 pounds per
.3.942-.
■38
84,506.
60.
606
, Te,nper.Murc of «a.cr,n.ank (degrees)
pound of combuuible (pounds)
. 2. Pounds of coal consumed per car rade Ipounds) ...
The genei-al data and results of the various tests arc
f?iven in tables Nos. land 2. Referring to table No. 1.
which relates to the first series of tests, the consumption of
dry coal for a round trip on the compound averaged 13,&4'2
lbs. That ou the standard engine averacod Ui.ite'it lbs.
Taking the average of the whole series of each set of tests,
the difference in the consumption of coal per round trip in
favor of the compound was 14 Vt per cent. The wat^^r used
on the scheduled runs of the compound engine averaged
V^Zh in. for the full series. The water used on the standard
engine averaged 12ti-4 in. The difference in favor of the
compound between the average water consumption by the
two engines is 3V1 in., which is .3 2 per cent, of the larger
quantity.
On the second series of tests, the consumption of coal for
the accommodation run averaged 4,7ft3 lbs., and that on the
express run averaged ."..501 lbs. The water in the same
series for the accommodation run'averaged 47S in., and on
the express run averaged 471 In.
The various averages of tables Nos. 1 and 2, together
with the average quantity of coal used per car mile, and the
auantity ol water evaporated per pound of coal, and other
eductions based on these averages, are given in table
Xo. :J.
! freely
show that the compound engine steamed much i
thau the standard engine. *
Referring to table No. :t, the water evaporated by the
compound was 13*i-3 in., and of this quantity aa average of
i:t-s in. was consumed at the terminal stations. This is 10-1
per cent, of the total quantity consumed. If it is assumed
that an equal proportion of the coal burned for the round
trip was used at the terminal stations, the quantity thus
used amounts to 1407 lbs., and this leaves 12,.V1^ lbs. con-
sumed during the time of the scheduled run. The length of
time during which the throttle valve was oi)en during the
round trip approximated 4-8 hours, which may be consid-
ered the length of lime during which the coal was being
consumed. The hourly consumption during the scheduled
run would thus figure 2,012 lbs., which is at the rate of
lo:i 7 lbs. per square fool of grate surface per hour. This
quantity also corresponds to a consumption of 4-1 lbs. of
coal per horse power per hour, based on an average of
)'>:ts 5 horse power.
A comparison between the quantities of water evapor-
ated per pound of coal on the compound and standard en-
gines shows a considerable difference in favor of the com-
pound engine, and it is evident that this difference in the
boiler performance accounts for the large difference in the
saving of the compound engine over the standard en-
gine, as shown by a comparison of the coal consumption
and water consumption.
THE RAIL^VAY MASTER MECHANIC.
OCTOBLE, 1890.
.Cyunder ,
Prcisure in R.-H.*sleam-pipc, above atmosphere (poundi) . . . ..
PresSDre above atmosphere al highesi point on sieam line, H.-P. Cyl.
(pounds) ^ .
Pressure aboxe zero al cut-off, H.-P. Cyt. (pounds)
Pressure «bovc zero at release, H.-P. Cyl. (pounds) .
Pressure above zero at selected poipt after cut^)ff, L,-P. Cyl. (pounds)
Pressure above lero al compression, H.-P. Cyl. (pounds) . . . . .
Pressure above 2eio at compression, L.-P. Cyl. (pounds) .......
Pressure above atmosphere at lowest point on exhaust litic, L.-P. CyL
.prcSurc.L..P.C,l. (pou,.ds) ....
A.«^. ...
l».ionspe,minu,.(™v„l„,i«„s)
. . . . .
suoke completed >t cM-olT, H.-P. C,l. .
. . ■ . .
P^ponionc
stroke completed at release. H.-P. Cyl.
.....
Proponicof
backward stroke completed at compressio
.H.PCyl.
Proponiono
Steam iccoui
led for b, indicator at cnt-olT. H.-P. Cyl. (pounds) . .
S.»» ^coon.ri for bj indiclor .t r.tos.. H.-P. C,l. (pounds) .
Smo a<xo.
nted for it selected point after cul-olT
L. P. Cyl.
0»«id.)
oosunied per horMpo.e, per hour (same
as Line |8.
'TJjkNo
Artng. pre
utoff, H.-P.
CyL . .
n.no..^U.^C, .
Ditto usdtcl
ed point. L.P.Cjl
LEn.
RlCHT.
.;.
.:
lir
■137.2
8=6
89.8
36.
414
966
939
30,6
249
4>5
5707
JO. I
27.61
167.
The normal indi
gine was at rest, a
pipe was allowed t
3tity of moisti
I per cent..
i quantit
0-25 of
per^
aliou of the calorimeter, when the en-
d steam of 117 lbs. pressure at the steam
stand upon the instrument, showed the
-e in the steam for the compound to be
ind that for the standard engine 0-3r» of
believed to be i
The indications of the pyrometer a
reliable.
The maximum draught taken durit
tests was 7-5 in., and this occun-ed
June 2, when the size of the nozzle in
The principal facts brought out by the tests, and the im-
portant conclusions drawn therefrom, may be briefly sum-
marized as follows :
1. The average consumption of coal for four round trips
between Philadelphia and Washington, was U9 per cent,
less in the compound engine than in the standard engine;
and the consumption of sieam per horse-power per hour,
during the selected periods of the runs which have
been analyzed was 55 per cent, less in the compound en-
Igine than in the standard. The increased saving of coal
over that of steam appears to be due to the improved action
the exhaust blast upon the fire, which the compound
" ' "" suits were obtained under the
required in moving an express
These i
severe conditions of servic
train at a rate of speed varying from 50 to 60 miles per
', more economical in the 1
I per I
: (50-
slow speeds than at high
"ng at a speed of
r miles per hour) was 2569 lbs. per
indicated horse power per hour, while that at a speed of 17G
revolutions per minute (34-5 miles per hour) was 20-86 lbs.
per indicated horse power per hour. The difference be-
tween these quantities is 19 per cent.
3. The increase in the consumption of steam which ac-
companies an increase of speed in the compound engine is
due to loss produced by the greater frictional resistance
which the steam encounters in passing through the various
ports leading to and from the cylinders. This loss appears
to be more serious in the compound f •-. ■- ^ .^
Bj^slem of cylindei-s, than ' '
The evaporation per pound of coal in engine s+s. for the
accommodation runs, was much higher than for the express
runs on the second series of tests, the two quantities being,
respectively, 73*8 and 5-iH} lbs. The consumption of coal on
the road amounted to 4,ir26 lbs., and this in 2-32 hours,
gives an hourly consumption of 1,735 lbs., which is 69 lbs.
per square foot of grate per hour. This quantity corres-
ponds to a consumption of 29 lbs. per horse power per
hour, based on an average of 5896 horse power. The im-
proved evaporative performance was due, in a measure at
least, to the reduced rate of combustion.
In comparing the results of the accommodation runs
with those of the express runs on the compound, it should
be borne in mind that the former were made with coal
taken on al Philadelphia, which yielded 12,684 Th. Un. of
heat per pound, while the latter were made with coal taken
on at Baltimore, which gave 13,825 Th.Un. per pound.
The quantities of feed water consumed per indicated
horse power per hour by the two engines on the first series
of tests are 25-37 lbs. for the compound and 26-S6 lbs. for
the standard engine, a difference in favor of the compound
of 5-5 per cent, of the larger quantity.
In view of this saving of 5-5 per cent., and of a saving of
8-2 per cent, in the gross quantity of water used for four
round trips, the question arises as to what was the cause of
the relatively larger saving, when based on the consump-
tion of coal for the round trios, that saving, as already
noted, being 14*9 per cent. It would at first sight appear
that the difference was due to the greater efficiency of the
boiler in the case of the standard engine; but the boilers
were exact duplicates of each other and this explanation
does not seem reasonable. It might be held also that there
was a difference in the adjustment of the exhaust nozzles
of the two engines, but the nozzles of the two engines are
fixed, and this explanation does not appear reasonable. Al-
though the exhaust nozzles and smoke- passages are dupli-
cates in the two engines both in construction and adjust-
ment, there is a difference in the conditions under which
they do their work, in the fact that the standard engine
discharges its steam at a higher release pressure than the
compound. On the down trips of May 3 and 8 the release
pressure in the sUndard engine was 21-2 pounds per square
inch, while In the compound the release pressure of the
low-pressure cylinder was 16 pounds. An increase of 5-2
lbs. in the releasing pressure is sufficient to produce a
marked difference in the action of the blast upon the fire. Ac-
cording to the engine-driver and the fireman the action of
the blast was much more severe in its disturbance of the
iire in one than in the other.
The economy in the consumption of fuel which the com-
pound secured over the simple engine' appears to be due,
partly, to the direct saving in the consumption of steam re-
quired to produce a given amount of power, and, indirectly.
to the saving of fuel otherwise discharged through the
smoke-stack unbumt, due to the easier action of the blast
upon the fire.
Referring to the tests of the second series, the compara
tively low consumption of the accommodation run is worthy
of note, this quantity being about 19 per cent, less than the
corresponding quantity for the express run of June 2. The
reason for this superior result is found in the small quan-
tity of steam which the indicator accounted for; and this
improvement is due to the superior manner in which the
distribution of the steam in the cylinders was effected at
the reduced speed at which the engine worked. The ef-
fect of reduced pressure and a longer cut off, in causing an
increase in the quantity of water consumed, is seen in a
comparison of the tests of May 28 and June 2 on the ex-
press runs. A feature in the results of May 28, as com-
pared with those of June 2, on the express run, is the effect
which a difference in the size of the nozzles produced upon
the draught. The nozzles on June 2 were half an inch
larger than those on May 28,and the draught was increased
from 3-9 to 48 inches. The comparatively low boiler pres-
sure of May 2S, which was as high as could be main-
' ' " "■ 3>4 in. nozzle is too small for "
tained, indicates that s
most satisfactory woi'k on an express train of five cars. |
3.— ANALYSIS OF DIAGRAMS. I
Referring to table No. 4 and making a comparison be- |
Iween the records of the cards for the tests of May 3 and 8, I
the first thing which is noticeable is the difference in the
initial pressure in the high pressure cylinder of the com- I
pound as compared with that of the standard
engine. A second noteworthy difference is seen in
the proportion of the stroke completed at cutoff on the
'^""" Under of the compound, as compared with
hich the conditions are different from
the other tests only in the matter of speed, shows, ic a
measure, the reasons for the improved performance of the
compound engine under these favorable conditions. With
about the same release pressure in both cases, a much |
larger amount of work is done in the case of the diagrams 1
taken at slow speed than in the other case.The effect which
a gradual increase of speed has upon the economy with which
the steam is distributed is shown by addditional diagrams,
taken June 2.
The loss produced by the increase of speed is due to the
wire-drawing of the steam in its passage from the high-
pressure cylinder. It appears to the writer that improve-
ments can be made it^ the size and arrangement of the
passages, which will secure better performance, and that
such improvements should be undertaken. The loss pro-
duced by wire-drawing of the steam in its passage into and
through the low-pressure cylinder of the compound engine
is well exhibited to the eye by the combined diagrams.
In analyzing the computations based on the diagrams
from the compound, it would appear, when confining atten-
tion to the cut-off of the high-pressure cylinder, that the
saving of steam produced by this engine is due to the more
economical distribution of the steam which is afforded by
the compound principle. If, however, attention is confined
to the steam accounted for at release of the low-pressure
cylinder, it would appear that the savmg of steam in the
compound is due to the reduced amount of cylinder conden-
sation secured, on account of the expansion being effected
in two cylinders instead of one.
„•—, with its double
standard engine with its
single cylinder; and the conclusion may at once be drawn
tjiat the compound engine, in its present shape, will secure
a greater saving of fuel when used on heavy express trains
running at medium speed, on accommodation trains, and
on freight trains than when used on fast express trains.
The tests furnish ample reason to expect a saving of coal,
on freight trains, and on accommodation passenger trains
making frequent stops, of not less than 30 per cent.
4. In the construction of future engines, improvements
in the form, size or arrangement of the passages which
conduct the steam from one cylinder to the other may
doubtless be effected, which will reduce the frictional loss
noted and increase the economy beyond that now obtained
With the same end in view, the use of a larger driving
wheel, with a proportionate increase in the stroke of the
piston, thereby reducing the number of revolutions with-
out changing the si>eed of the train, would be advantage-
ous. Still another improvement may be made by reducing
the size of the high-pressure cylinder to eleven inches, and
carrying a longer cut-off, the boiler pressure being in-
creased at the same time, if found necessary, to one hun-
dred and eighty pounds. By this means a wider por^open-
ing may be obtained without reducing the degree of expan-
5. In conclusion, the performance of the compound en-
gine, as to running features, compares favorably with the
locomotive of the older type, It steams freely and without
undue exertion on the part of the fireman. It starts from a
state of rest quite as promptly as the standard engine. No
difficulty is encountered in moving the fastest trains with
the engine on schedule time, and, when required to do so,
in making up a reasonable amount of lost time. Its ability
to make time is well shown by the fact that, during the
tesu, the terminal stations at Washington and Philadel-
phia were reached, on four successive days, either on lime
or a little ahead of time, without a single exception, al-
though the train was frequently delayed at stopping places.
The effect of the reciprocating parts, although weighing
more than those of the simple engine, appeared to be inap-
preciable. The jar produced by these and other disturb-
ances, so far as it could be measured by the feelings of a
person riding either in the cab or on the pilot, was no
greater iu one engine than in the other.
Altogether, judging from the manner in which the new
engine operated during the progress of the tests, it meets
all the mechanical requirements demanded by a successful
locomotive.
Behavior of Lubricating Oils.
Iu the course of a paper upon the behavior of lubricating
oils, read by J. E. Denton before the recent convention of
the American Association for the Advancement of Science.
the author offered the following observations :
Exi)eriments to determine the coefficient of friction be-
tween lubricated rubbing surfaces have been prosecuted
for 200 years and have resulted in the construction of many
forms of satisfactory apparatus for such measurement,
which are now known as oil-testing machines. Such ma-
chines are now being resorted to by large consumers of oil
discriminating between the lubricating value
ufacturers, and ■
oily
of the t
while practically alike i
ties, are nevertheless claimed to' differ
abilities to afford satisfactory lubrication.
The only difference ^ behavior of all these lubricating
oils shown by the oil-testing machines, is simply such dif-
ferences of frictional resistance as can be ascribed to the
variation in viscosity of the substances in the ftuid condi-
tion, and this difference of friction fails to account for the
well-attested fact that some of the oils are unable to pre-
vent excessive heating and cutting on heavy machinery
bearings, which exhibit no such action when lubricated
with other oils.
ExperimenU have been made with a special apparatus
constructed for the lubricating c
[imittee of the Standard
THE RAIL\VAY MASTER MECHANIC.
REPRESENTATIVE DIAGRAMS— TAKEN IN TESTS OF BALDWIN COMPOUND LOCOMOTIVE.
Oil Company, proving that the overheatiog of bearings is
due to areidental abrasion of the rubbinK surfaces caused
by the gradual and inevitable variations of the smoothness
of these surfaces by metallic wear. This abrasion gener-
ates a comparatively intense heat at some point of the bear-
ings, and tends to vaporize some oils more than others. Oils
which are incapable of resisting excessive vaporization by
such accidental heating are those which permit bearings
to more frequently overheat than do others not so affected
The prevailing oil testing machines fail to reveal such
differeni-es in oils: (1) because they have invariably been
operated with artificially smooth surfaces; (2) because
whenever accidental abrasion takes place observations are
suspended until the heating tendency due to abrasion has
been eliminated, and (3) because the oil supply to the test-
ing journals is artificially abundant, instead of being re-
stricted by feeding through practical forms of oil cups. By
this means accidental deficiencies of supply which are fre-
quently the initial cause of abrasion and overheating are
eliminated and differences among oils depending on their
ability to feed more or less uniformly by virtue of capillary
action cannot be noted. It is therefore concluded that in
order to enable mechanical oil tests to reveal the actual
differences of lubricating value among current lubricants,
each oil must be tested with a series of conditions of the
rubbing surfaces and practical feeding devices which in-
volve opportunities for abrasion and overheating.
"Expert" Testimony and Profesiional Opinioni.
In the course of his address to the Atnerican So-
ciety of Civil Engineersat its last convention, Presi-
dent W. P. Shinn offered the following important
advice regarding the giving of expert testimony and
opinions. The words, though addressed to civil en-
gineers particularly, are equally applicable to me-
chaniciil engineers. President Shinn said:
Nothing can be more unseemly than to see two
. members of any profession, each trying to
earn his feehy stating such facts or giving such opin-
ions only as make for the side by which he is re-
tained. The differences of opinion which naturally
must exist are thereby stimulated and intensified
until all respect for scientific opinion is lost by the
laymen who have no knowledge of the subject. It
has long been my opinion tliat the expert witness
should be called by the court, and that he
should be allowed to state facts and opin-
ions freed from the trammels of the " Sup-
pressio Veri-'' so often employed by th*; attor-
neys on either side. It might result in some of
my professional brethren receiving less fees, but it
would be to the benefit of the profession and the
cause of justice.
I would again call the attention of our members to
the importance of care and accuracy in all their acts
and statements. The engineer, of all men, cannot
afford to be careless, to make loose or unauthorized
satements, to give opinions for which he has not
data, or to do any act, of even so unimportant a nat-
ture as sending in a ballot to this society without
carefully considering and complying with all the
necessary forms, and being sure of his facts. Great
odium has been brought upon the profession from
the fact that, from one cause or another, the esti-
mate of the engineer is too generally below the re-
sulting cost — often far below— until capitalists when
shown the anticipated cost of a work in which they
are asked to invest will often say, "Oh! that is only
an engineer's estimate!" It is on record that the
actual cost of the original Croton aqueduct, when
completed for use, was less than 1 per cent, in ex-
cess of the original estimate made by that careful
engineer, our late esteemed member .lohn B. .lervis.
By a careful study of all the facts, it is possible to
make our estimates bear a much more satisfactory
relation to the cost than, in large works especially,
has generally been the case. This principle should
not be confined to matters of cost— in questions of
any kind upon which an opinion is to be given, or a
statement is to be made, let it be based upon the
best possible ascertainment of the facts— for the
statement of the civil engineer should " import ab-
solute verity!"
The SoQthem& SoathweBtern Railway Clab.
The Southern & Southwestern Railroad Club met
in the Southern Hotel, St. Louis, September 2o, Pres-
ident E. S. Marshall in the chair. Thei'c was a fair
attendance of r.ailway men, a number of them coming
from a considerable distance. As the organization
of the club had not been completed at the first meet-
ing at Old Point Comfort, the first business was the
appointment of committee on constitution and by-
laws. This committee consisted of F. P. Boatman,
mater of rolling stock on the Ohio & Mississippi
Railroad; A. G. Steinbrenner, American Refrigerar
tor Transporation Company, and W. H. Marshall,
the secretary. The club then adjourned until the
afternoon when they again mot, and committee
presented constitution and by-laws. These were taken
up section by section and discussed, and amended in
several particulars, and finally^ adopted as
amended. The same committee recommended that
the proceedings of the club be published in pamph-
let form within ten days after each meeting, having
been previously edited by the secretary; and that
the arrangements for such publication bo referred
to the executive committee. This was voted uiwn
and carried. A treasurer had not appointed and
m
THE RAIL\VAY MASTER MECHANIC.
Mr. S. G. Scai-ritt was elected to that office. A vote
on the ne.xt place of meetiug resulted iu the selec-
tion of Nashville, Tenn. The meeting will be held
November 18. A number of subjects were presented
for discussion at the next meeting and the president
will malie a selection and announce the result, to-
gether with the names of those who will open the
discussion.
A NEW ADTOKATIC WEDGE FOR DBITER BOXES.
The self adjusting or automatic wedge for axle
boxes' of locomotives, which we illustrate herewith,
is being put upon all the engines of the Gulf, Colo-
rado & Santa Fe railway as fast as they are being
overhauled. The device may be readily understood
from the engraving, but we present a few notes of
description in addition. In place of the ordinary
wedge a shoe and wedge are used. The shoe fits be-
tween the engine frame and the pedestal brace so
that when the engine moves vertically on her boxes
it has no effect on the wedge. The wedge fits be-
tween the pedestal jaw and the shoe. The wedge
bolt is connected to the wedge as shown and passed
through a hole in the pedestal brace and the yoke
attached to it. A tension nut screws on the wedge
bolt, and notches in it receive the top end of the
spring. The arrangement is such that while the
nut cannot work up it can be screwed down, thus
placing the desired tension on the spring. The op-
eration of this device may be described as follows:
The parts having been placed in position the de-
sired tension is placed on the spring by means of the
tension nut as described. As the driving boxes or
shoes wear, causing lost motion, the wedge, by rea-
son of the tension of the spring, is caused to adjust
itself. It will be noticed that there is a nut on the
wedge bolt beneath the yoke. This is to be used for
readily withdrawing the wedge in case it should be
jammed from any cause; or if the boxes should run
hot the wedge can be pulled down to overcome the
expansion of the box. The bottom end of the coiled
spring is so arranged that it locks the nut so that
there is no possibility of its working loose, and al-
lowing the wedge to move out before desired.
This device is the invention of Mr. P. A. Carlson,
division master mechanic of the Gulf, Colorado &
Santa Fe railroad at Galveston, Tex., and concern-
ing the working of the wedge the following extract
from a letter from Mr. .J. J. Tomlinson, master me-
chanic of that road, supplies interesting information.
G.ILVESTON, Tex., Aug. 26, ISaO.
* * * The Carlson self-adjusting wedge which
we have on nine of our eight-wheeled engines, and five
moguls, has so far given perfect satisfaction. One of
these, as you are aware, was equipped with it thirteen
months ago, and it is a pleasure to assure you that it has
done so well that the side rods have not been off of the en-
gine for the purpose of working on them during that time.
This refers to engine No. 45, a 17x34 in. eight-wheel en-
gine.
Engine No. 65, a 17x34 in. mogul, was the first of that
class of engines that was equipped with the Carlson wedge.
This engine has been out of the shop six months and the
side rods have not been down, and judging from appear-
ances we will have no trouble with the rods for a year yet.
I have no hesitancy in saying that when the Carlson
self adjusting wedge is properly put on your trouble with
pounding boxes, broken side rod brasses^ and the many
other troubles that arise from neglected wedges, is over
with. Yours truly,
J. J. TO-MLIXSOX,
Master Mechanic.
This wedge is now being tried on several other
roads where it has given good satisfaction. It is
very cheap, there being no changes necessary in
substituting it in the place of the ordinary one.
Further information concerning this device may
be obtained of Mr. Carlson, as above, or of Mr. Z. B.
Mansfield, box 16(1, Cleveland, Ohio.
-The Journal of R-ailroad Car Heating" is the name of
a new monthly paper, the first number of which has been
received. It is published at 377 Pearl street, New York
City, and Mr. Frank Mellersh is editor. The contents of
this first number are bright and interesting, and it may be
that the field selected for this new enterprise is large
enough te sustain a paper of this kind. It is certainly an
important field, and one iu which important developments
may occur during the coming winter.
A NEW AUTO.MATIC WEDGE FOR DRIVER BOX
Many of our readers will remember the car heat-
ing system exhibited by the National Car Heating
Co., of Topeka, Kan., at the Old Point Comfort con-
ventions. This system, which is designed under the
patents of J. Q. Searle, well known tor many years
in connection with car heating, was successfully
used during last winter on the Kansas City, Fort
Scott & Memphis Railway, and is about to be placed
on several other western roads. An inspection of
our engravings will show that it is designed to heat
cars by steam heated water. The company has, how-
ever, a method of heating by direct steam if required.
The leading feature of the system here shown is
the double circulation of the hot water. The water
is heated in the drum shown beneath the car by
steam aamitled from the train pipe in the manner
indicated. It passes thence through the coil in the
Baker heater whence it passes upward in the pipe
shown. (It should be distinctly understood that the
water is heated in the drum beneath the car, and
not in the Baker coil, although when there is no
steam supply the Baker coil may be .used for this
purpose.) In operation the heated water passes down-
ward, thence through the two pipes shown near-
est the heater. We will first follow the circulation
the side on which the Baker heater is located.
The pipe leading to this circulation is the left hand
one of the two vertical pipes shown. The water
es down this pipe to the floor, thence along the
entire length of the car on the floor, through a coil
at that end, and back to a point below where the
expansion drum is shown, passing meanwhile through
various arms beneath the seats as required. It then
goes down through the floor and directly across
where it enters the Y, which is shown in the floor
plan. Going back now to the commencement of the
circulation we direct attention to the right hand one
of the two vertical pipes. The circulation passes
down this pipe, thence a short distance along the side
of the car, thence down and across the car, as indi-
cated by the words "cross-over pipe."' Coming up
through the floor on the opposite side of the car as
shown it passes down the side of the car, makes a
coil at the further end, comes back, through bends,
the entire length of the car, passes through a coil di-
rectly opposite the Baker heater, and returns on the
same side of the car a short distance where it enters
the Y, there joining the circulation first described.
Combined thus in the Y the two circulations pass
across the car through the return pipe asshown, and
are then taken down towards the Baker heater
through the bends as indicated, dropping before they
reach the end into the steam drum, and passing
around the coil therein up into the Baker heater
again. The advantage of this double circulation is
that it results in heating uniformly all parts of the car.
The condensation of the steam used in the drum is
effectively cared for in the condensing chamber
shown at the top of the car. It will be seen that the
steam pipe after^assing through the drum extends
up to the condensing chamber. The pipe is carried
almost to the top of the chamber and there delivers
the water of condensation. The chamber is emptied
automatically by the syphon pipes shown, the water
passing from the syphon through the trap at
the left of the condensing chamber, and thence down
through the vertical pipe leading therefrom, to the
bottom of the car. The condensing chamber can be
entirely emptied when desired through the pipe
which leads from its bottom. The trap may also be
entirely drained by hand when desired. The con-
densing chamber and trap are readily drained by
one valve which need never be used during the op-
eration of the system unless it is desired to get rid
of all the water before entering a station, where
the trap might discharge while the train was
standing. In operation a circulation is established
very quickly, being had throughout the entire sys-
tem in considerably less than half an hour. The
two way cock shown in the engraving is used to cut
out the steam coil when desired, in case it is found
necessary to controU the temperature in this man-
ner. In practice, however, it is found unnecessary
to use this valve, for the temperature is quite uni-
formly maintained. An important feature of this
system is that very* little attention is required by
the train men, as none of the valves require con-
stant operation to maintain a perfect action of the
system. This system is owned by the National Car
Heating Company, whose home office is at Topeka,
Kan. A branch office is maintained at Chicago, in
room 436 Rookery building, under the charge of Mr.
N. R. Baker, president of the company.
THE RAIL\VAY MASTER MECHANIC
175
NATIONAL eAK HEATING COMPAN
SEPTEMBER CLUB MEETINGS
THE NORTHWEST EAILEOAD CLUB.
DlscQSBion (
Fire-Box and Boiler Construction.
The September meeting of the Northwest Rail-
road Club was held in the Union depot at St. Paul,
September 6, Mr. J. O. Pattee, of the Great
Northern in the chair. The subject for discussion
was "Kire-box and Boiler Construction," to be intro-
duced by Mr. W. H. Lewis. Mr. Lewis had signifled
his inability to be present and in his place Mr. Wm.
Mcintosh, of the Chicago & Northwestern read a
paper as follows:
PAPER BY MR. WM. M'INTOSH.
Two days ago I received a message from our secre-
tary informing mc that Mr. Lewis would be unable
to introduce this evening's subject, and requesting
me to act in his stead. I gave him an affirmative
answer, but since then I have been so busily en-
gaged that I have given the subject but little atten-
tion, and I now Hnd myself without proper prepara-
tion
the
The locomotive boiler in common use
cnt time has retained the same general form for
nearly half a century, which goes to prove that it
was well conceived at the beginning, and difficult of
improvement within the limits allowable. Attempts
have been made to better its steam generating ca-
pacity by the introduction of water legs, combustion
chambers, circulating pipes and other devices, but
no marked advancement has been made which does
not carry with it some objectionable features thatolT-
set the advantjiges gained, and which could have
been more fully realized by allowing the boilers to
retain their most simple shape, and building them
larger, so that instead of being restricted in steam
producing capacity and water circulating spaces,
they would have had a margin in excess of require-
ments in the first respect and as ample water circu-
lation as is possible to obtain.
Locomotive builders who keep abreast of the
YS SYSTEM OF HEATING CARS.
times recognize this fact, and are constructing
larger boilers with wider fire-boxes resting on top of
the frames instead of the narrow box between them,
thus increasing grate surface and surrounding water
space. Radial staj's connecting the wagon " top and
crown sheet, are being used to a considerable degree,
replacing the cumbersome crown bars. When the
radius of these two parts properly conform, good re-
sults are obtained from this method of staying; but
when there is a marked difference in this radius (as
must exist in small boilers) the utility of the crown
stays is greatly reduced, and the margin of safety
much less than with crown bars.
The Wootten fire-box is designed to obviate this
difficulty by making the crown sheet and wagon top
as nearly as possible of the same radius, but great
opposition is encountered by reason of the stays leak-
ing and breaking. A short time since I noticed some
engines of this class running between Laramie and
Rawlinsonthe Union Pacific Railway which had
the laggijig removed from the wagon top, owing to
the stay bolts having to be removed at such frequent
intervals that it was useless trying to keep on the
jacket.
The Belpaire type of boiler now coming into quite
extensive use on the Pennsylvania and Burlington
systems, is without doubt one of the best of modern
forms. The wagon top and crown sheet being in
parallel planes, permits direct stays to be used in
every direction, thus giving the maximum of
strength with the minimum of bracing. The prin-
ciple difficulty with this kind has been the trouble
experienced in connecting the forward corners of the
wagon top with the cylindrio^il part of the boiler.
But this has been largely overcome by the use of
proper forms upon which to shape the sheets.
Another boiler that but recently came into promi-
nence and has scarcely passed the experimental
stage, although enough has been learned of its merits
to warrant the prediction that it has come to stay,
and will likely displace the present .standard, is the
Strong — constructed on the best possible lines to em-
brace strength. Its double fire-bo.K centering in a
combustion chamber admits of greatly improved
combustion, while its corrugated tubular furnaces
surrounded by an ample water-space, should reduce
damage from
the entire absence of stay holts and riveted seams
exposed to the lire ought . to prolong its life far be-
yond the limits of those in use to-day, thereby in-
creasing the general efficiency of the locomo-
tive; for I venture to say that where bad
feed - water is used, f\iUv three - fourths of
irif "xiipn-^" ■■! m:nn!:iiiVL' motive power !3
i"i"-'' ' " '" ' ' '■■'- '"■ ' ly hy fire-box and
liiii i' I !■' I' ■'! ^ '' I ■ ■'■■• i t' is also another
;itl!i [^i . - li^Mocomotive, and
tliai 1^ til- ii.T. --ii.i' ii V .,< :, |u,,i ions of boiler and
running gear, and the t-aso wiiii which repairs can
be made compared to the ordinary machine, which
requires the removal of the whole' frame-work to re-
new any of the firebox sheets.
A word in regard to material and I will close. In
the United States steel is now used exclusively in
modern boiler construction, and as the tendency is
to build larger boilers and carry a higher pressure
of steam, great care should be taken to select ma-
terial with sufficient margin of strength, and to have
the work performed in a most thorough manner. A
boiler built in the best possible manner is liable to
become dangerously weak.
As regards the best thickness of metal for ordinary
firebox sheets, there can be no rule laid down for
general use. Three-eighths inch and i-inch sheets
may be used successfully in localities where the feed
water is good, and thinner ones give better results
where bad water is the rule. On the lines that I am
connected with water is generally bad for boiler use,
and we obtain the best service from 5-in. back flue
and crown sheets and .5-16 in. side and door sheets
and naturally conclude that the thinner the sheet be-
tween the water and the fire the less liability there
is for the metal to crack.
Mr. Mcintosh stated further that the life of fire-
boxes on the division of the C. & N. W. with which
he was acquainted, was about seven years. New
flues and probably new side sheets would have to bts
put in before that, but the fire-box would have to be
renewed in about seven years on the average. On
the subject of scale, Mr. McIntosh,replying to a ques-
tion from Mr. Warren, said:
"Lime in its various forms, would, 1 think, do as
Mr. Warren suggests, accumulating in layers uni-
formly over the whole surface, without much regard
to the shape of the crown sheet, but with water that
contains considerable vegetable matter and mud in
various forms, it would naturally Boat around and
circulate. The rocking of the boiler would have a
tendency to wash that off, and settle it down on the
sides where it can be washed away. I have noticed
the flat crown sheet gather and accumulate mud on
the sides for about 3 or 4 in. from where the side
sheets and crown were connected together at the top.
I have noticed it pile up there. On one or two
engines 1 have seen it was washed away by
the rocking of the engine from the center and accu-
mulated on the outer edge. We have our boilers
arranged with wash-out plugs in line with the top of
the crown sheet, on either side of the fire-box sheet,
and we take those plugs out every time we wash the
boiler and wash off the crown sheet, in order to keep
the mud from accumulating. I do not think you can
accomplish anything by washing them off where the
water is strongly charged with lime, but where there
is considerable vegetable matter and mud in the
water they wash out readily. I noticed that whore
we have water in one tank that is very hard, con-
taining a great deal of lime, and then another water
station containing a little lime and more neutralizing
properties or alkali, it keeps softening up the scale
in the boiler so that by frequent washing out wo can
keep them comparatively clean. But on divisions
where we have all lime water and no alkali, we can-
not wash them out, as the lime forms a hard scale,
and washing does not have any effect on it."
THE WESTERN RAILWAY CLUB.
The first meeting of the Western Railway Club for
the season of IS!)0-91, was held September KJ, ISilO in
the club rooms, .S-iO, 8.54, Rookery Building, Chicago,
at 2 o'clock, President Hickey in the chair.
Ai.iong the railway men present were the follow-
ing: G. W. Rhodes and F. W. Sargent, C. B. & Q.;
Jno. Hickey, M. L. S. & W.; P. H. Peck, C. & W.
I.: B. K. Verbryck, C. li. I. & P.; E. B. Thompson,
C. & N. W.; W. H. Lewis, C. B. & N.; Wm. Cor-
niack. Wis. Cent.; W. S. Morris and V. C. Robinson,
C. & W. M.; G. W. Gushing.
The subjects, "Relative Cost of MaintainingRigid
Center and Swing Bea:n Trucks of Freight Cars,"
and "What has been observed as to Comparative
THE RAILWAY MASTER MECHANIC.
October, 1890.
Flange Wear of Wheels,"' having been combined at
the last meeting of the Club in May, 1S90, and re-
ferred to a committee consisting of Messrs. Wm.
Forsyth, C. A. Schroyer, and P. H. Peck, were taken
up for discussion. In the absence of Messrs. Forsyth
and Schroyer, Mr. Peck read the following notes.
As one of the committee on Rigid and Swing Beam
Trucks. I will say that the chairman of the com-
mittee has been absent on vacation, and the com-
mittee has never had a meeting: but I will give you
my views and observations so as to get the matter
before the club. I have never had experience in
maintaining the two kinds of trucks on cars, but have
had some experience with them on tanks, and have
found the result largely in favor of rigid centers.
My observation and record of defects in cars, show
more truck defects with the swing beam than wi
the rigid beam. The records of expense of repai
ing trucks also show more repairs made on swii
beam trucks than on the rigid. I have not bad tin
to secure exact figures regarding the two, but as ne;
as I can estimate, there are not less than 10 per cet
more defects shown on our records, in the swing
beam than in the rigid beam truck. Most of the de-
fects in the swing beam truck were, however, where
wooden transoms were used and hangers slotted
through the transoms. I also found a great many of
the lever hanger pivots bent, with keys lost out of
them, which is liable to let the spring plank down
between the rails, and derail the cars.
I find that after a car has run some time with iron
transotos, the transoms are more or les<i widened at
the top, bending the top swing hanger pivot, and
bending the top of the iron transom at the pivot bear-
ing; and when this bending is bad, the truck frame
has to be taken to pieces and rebuilt. A great many
of the swing beam trucks are built with a short side
bearing, and when the spring weakens on the trucks
the side bearing on the body of the car rests on the
wooden transom, which will not allow the car to
curve on any short cross-over. I also find more loose
and broken center castings and truck sides on swing
beam trucks. The first cost of the swing beam is
more, and in service there are nine dilTerent parts on
e£ich truck that are liable to break or give out (dis-
abling the car), to one on the rigid. We have four
hangers, four rocker-pins, and spring plank, each of
which, if broken, is liable to derail the car. In the
rigid beam we have the spring plank alone.
In regard to Hange wear, I have not noticed much
difference, but think Bange wear in a great many
cases isnot due to the style of truck but to an im-
perfect bearing on truck and car. I do not see how
some trucks move at all with the side bearing they
have. Only a few days ago I saw a small wrought
strip of iron on a wooden bolster, the side bearings
on both sides of car bearing hard against the strip
until it was imbedded in the bolster half an inch.
Such a car necessarily would be hard on flanges. I
have also seen cars derailed with all the wheels of
the car near the rail, having run only a few feet. In
these cases it was impossible to put the car on the
track with frogs, until the car was raised and strips
well oiled put between side bearings in order to let
the trucks go over the frogs to get on the rail.
I think that many times we have cars off the track
in the yards when no cause can be assigned whv they
left the rail, when the derailment was really due to
an imperfect side bearing. Some are light and carry
all the weight and are fastened with two small lag
screws which are alwa.vs loose. Some are thin cast
iron and these are invariably broken if on wooden
bolsters. I believe that if a better side bearing was
used — one that gave the truck freedom in turning,
there would be less tlange wear and less liability to
get off the track on short curves.
Mr. Rhodes being asked by the president for re-
marks upon the subject, spoke as follows:
Mr. Rhodes — Our experience with the swing beam
and the rigid truck on the C, B. & Q. has led us re-
cently, on the score of economy, to adopt the rigid
truck in lieu of the swing beam truck, and to gradu-
ally abandon the use of the latter, as they require
general repairs. We have done this after a good
deal of care and thought. We found that the parts
of our trucks that were constantly needing more re-
pairs than others were the hangers and the pins to
which the hangers are attached. These pins were
breaking so frequently, that the question was raised
whether we should not increase their size, and in
raising that question there was incidentally brought
up the question as to what was the use of them.
Why have them if they broke so frequently? This
is a question which comes up often in mechanics.
Take locomotive rod connections for instance. We
used to shear a great many bolts, break straps and
lose keys, and in considering the remedy for this the
question was raised; "Why have them at all?" If
we can do away with the bolts, we won't have any
bolts to shear. If we can do away with the kevsand
straps, we won't have any keys or straps to cause de-
lays and expense. This same line of investigation
follows in all mechanics, and we have applied it to
our swing beam trucks. Instead of increasing the
dimensions of the hangers and pins, we decided to
do away with them. The matter was considered on
our proprietary lines as well as on the C, B. & Q.
proper, and there never was a question brought up
on the C, B. &, Q. that was so unanimously decided
as the abandoning of the swing beam truck. There
was hardly a man who stood up to defend the swing
beam truck. You may say th^t our master mechan-
ics were hasty, that they may have had but little
experience with the rigid truck, but it is not so. We
have hundreds and hundreds of cars going over our
lines every day with rigid trucks, so that we have
cehad an ample experien with both kinds.
The question raised by Mr. Peck, as to whether
there is not more tlange wear with rigid trucks, I
think can be answered pretty plainly by reminding
you of the result of the Burlington brake tests. In
the train resistance tests were cars fitted wholly with
swing beam trucks, and some fitted wholly with rigid
trucks. The train that offered the least resistance
going around the curves and grades of that three
mile run, was a train fitted with rigid trucks. If
any of you wish to refresh your memories, you can
turn back to the master car"builders' report for the
year 1SS7 where you will find the full details.
One question that was asked when we looked into
this matter, was: ■ Why is it that the swing beam
truck has become so generally used in the west, and
so little used in the east? The answer seemed to be
that some years ago, when the road beds were not
kept up so well as they are now, and when people
were apt to be carried away by the advantages of
some claim that one railroad might make over its
competitors, the claim that trucks of a given re "
rolled smoothly over rough road beds owing to th
swing beam feature, was used as a sort of incentive
for people to ship their goods, especially stock, ov
that road, and other roads consequently put in the
swing beam truck. But so far as our road is con
cerned, thisline of argument has been shown to be a
good deal of a fallacy, and we have come to the con-
clusion that it does not cut any figure at the present
time, and that the truck requiring the least repairs^
which is so important a consideration at the present
time, is very apt to be the one that has the fewest
parts to it. It will be asked, are you not sometimes
required to run your cars at a very high rate of
speed, and is it not advisable to have your truck con-
structed so that it will run at that high rateof speed?
We say yes, and we consider our rigid freight truck
safe for any speed, and any train on our line. In
confirmation of our belief in this I may say that it
wcis only the other day at Chicago, that I saw one of
our fastest passenger trains going out of the city,
and immediately back of the engine there was one of
our new freight cars fitted with our rigid trucks.
This also tends to illustrate a point that is constantly
presenting itself, viz: the similarity of the two ser-
vices, especially the fasit freight trains and heavy
through passenger trains. We have got to have our en-
gines and the running gear of our cars, including
brakes and couplers, pretty much the same for
both services; at any rate they must be safe to go
into either_serviee, and we believe our rigid freight
truck to be safe in either.
Mr. G. W. Cushing — My experience has been
rather in favor of the vibratory or swinging motion
truck. In regard to the flange wear of wheels, I
am quite certain it would be very much less with the
swing motion than it would be with the rigid truck.
The same would be true in regard to the wear of oil
boxes and brasses, but I have no data that will show
the difference in the draft of the train. My impress-
ion has been in favor of the rigid truck in that par-
ticular also.
President Hickey— Mr. Rhodes, have you observed
the relative weights of the rigid and swing beam
trucks having equal capacity, and their relative cost
of construction?
Mr. Rhodes— No, I have not. I intended to have
some figures to present to the meeting, hat was not
able to prepare them. But the rigid truck must al-
ways weigh less than the swing beam, and cost a lit-
tle less. And when it comes to repairing, I think
the evidence is pretty plain that the repairs to a
rigid truck are much less than the repairs to a
swing beam truck. I might say here that just short-
ly after we had adopted this change to the rigid
beam (which was approved by our managers), we had
quite a serious accident on the C, B. & Q. road,
which occurred through a hanger breaking on one
of our swing beam trucks. Now, in a rigid beam
truck there is no hanger to break, and no such acci-
dient as that could have happened.
President Hickey — I remember my experience
some years ago on a road, with which I was then con-
nected, that adopted a swing truck for an engine
truck. At that time there was a craze on swing
beam trucks, and it was thought that if an engine
had a swing beam truck it would be equally service-
able. They made a swing beam for a locomotive —
in fact they made several— and they put them into
the fast passenger service, and run them six or seven,
or perhaps eight months. During the whole time 1
remember the expense of trucks was increased at
least 40 per cent.; I think it was more than that, but
they stated the figures at -10 per cent. The swing
beam not only added to the cost of repairs of trucks,
but itloosened the boiler fastenings. They were finally
obliged to throw the swing trucks out and go back
to the old style, whereupon they had much better
results. I confess that I was slow to believe that a
rigid truck for a freight car was better than a swing
beam until, some three or four years ago, we bought
a lot of cars for the ore service, allot which had swing
beam trucks. Shortly after we received the cars I
looked into the wearing parts and I noticed that we
were having a good deal of the trouble with the axles
and hangers spoken of by Mr. Rhodes. Not only
were many of these broken but many were bent, and
in order not to cause too much delay I was obliged
to introduce thimbles— pieces of pipe tubing— that
would go onto these axles and keep the hangers the
proper distance apart. I rode on the freight trains
several times, and when going at a speed of perhaps
18 or 20 miles the loose cars would sway so that they
would appear to string all over the track. They
were not only destructive to themselves but they
were equally destructive to the track. Shortly after-
wards we got an order to build a large number of
60,000-lb. cars. I looked over the situation carefully
and I got our master car builder to consent to a rigid
truck. I got figures on both trucks, the swing beam
and rigid, from car manufacturers, and I found that
they would build a rigid truck of eqcal capacity as a
swing truck for from 16 to 17 per cent. less. We
concluded to introduce the rigid center and had 20O
cars so built, and they were so satisfactory that we got
300 or 400 mo.-e of the same sort, and we now have
adopted the rigid truck as a standard. I have found
that there is at least 25 per cent, less cost for repairs
of rigid center trucks than of swing beam trucks. I
reached my conclusions very slowly and was slow to
adopt them, thinking that the cars would curve bet-
ter with the swing beam and that they would be more
easily hauled. I did find that the flange wear would
have to be looked after very closely. I investigated
the cause of the wear and found it to be the fact that
the upper transoms of the cars were not properly
sustained; when the load came they would settle
down on the side bearings and bind, and the wheels
were, therefore, quite subject to flange wear. But
with side bearings having some margin of safety I
think you will have no trouble with the rigifl truck,
and I believe it is the coming car truck. I have had
similar experience with locomotive tank trucks. On
some of our tenders we had some swing beam trucks,
and at high speed they swayed in a violent manner
I changed them to rigid center trucks and after that
no fault was ever found. In that way my idea was
changed in favor .f the rigid center.
Mr. Verbryck— If rigid trucks are so satisfactory,
why not put them under passenger cars also?
Mr. Barnes— Were the hanging links on the cars
that you spoke of, Mr. Hickey, spread at the bot-
tom, or were they parallel?
On motion of Mr. W. H. Lewis, the combined sub-
jects of "Relative Cost of Maintaining Rigid Center
and Swing Center Trucks on Freight Cars," and
"What has been Observed as to Comparative Flange
Wear of Wheels," were continued for further dis-
cussion at the next meeting of the club.
Secretary Crosman stated to the club that owing
to difficulties experienced in past vears in selecting
topics or securing individuals to' open the discus-
sions upon them, it had beep thought advisable to
try the plan for the coming year of asking members
to agree in advance of tho beginning of the season
to present papers upon topics to be selected by them-
selves. Mr. Crosmau stated that he had already
secured promises from so many of the members in
the direction indicated that provision had been
made for nearly all the meetings of the coming
season. He also stated that of course this plan would
not interfere with the introduction of topics of cur-
rent interest from time to time. Papers had been
promised as follows;
For October— "Steel tired wheels and the princi-
ples to be followed in attaching tire to center;" by
Mr. G. W. Rhodes.
For November— "Draft Rigging;" by Mr. C. A.
Schroyer.
For December— "Air brakes and vertical plane
couplers in service for freight and passenger trains;"
by Mr. D. L. Barnes.
For .lanuary— A paper upon a subject not yet
named, by Mr. John Hickey.
Papers had also been promised by Mr. J. N. Barr,
Mr. P. H. Peck, Mr. W. H. Lewis, and partially
promised by five other members.
The club next took up the election of olficors for
the season 1890-01, and the following gentlemen were
unanimously elected to the several offices named:
President, J. N. Barr; first vice president, C. A.
Schroyer; second president, P. H. Peck; treasurer,
Allen Cooke; secretary, Walter D. Crosman.
On motion of Mr. Pierce a vote of thanks was ten-
dered to the retiring officers, tor the able manner
which they had perform
duties during the
OoioBES, 1890.
THE RAILWAY MASTER MECHANIC.
177
past year. Mr. Hickey, the retiring president, re-
sponded lu a few well chosen words and the club ad-
PERSONAL.
Mr. L. W. Scbafer baa been appointed master mechanic
of the second division of the L., N. A. & C, with head-
quarters at Layfayette, Ind., to succeed Mr. .foseph
Coburn, resigned.
Mr. R. H. Emei-son has been appointed master mechanic
of the Winona & Southwestern.
Mr. F. S. Mertsbeimer, master meclianic of the Kansas
division of the Union Pacific, has been appointed to sue
ceed Mr. R. W. Baxter as superintendent of the W.voming
division.
" Mr. A. J. Haller has been appointed assisUnt master
mechanic of the Chesapeaite & Ohio, with office at Coving-
ton. Ky.
Mr. T. S. Lloyd has been appointed master mechanic of
the James River, Richmond and Peninsula divisions of the
Chesapeake & Ohio, with office at Richmond, Va.
Master Mechanic L. C. Noble, of the Houston & Texas
Central, has resifrned that position to engage with the A.
French Spring Company, of Pittsburgh- Mr. L. H. Burns,
assistant master mechanic at Coi-sicana. succeeds Mr. Xo-
ble.
Mr. R. Stevenson has been appointed purchasing agent
of the Pacinc system of the Southern Paciflc, with head-
i]uarters at Sao Francisco.
Mr. G. W. Markly has been a]>pointed general foreman
of shop buildings and repairs for the Big Four system, a
new position with this company.
Mr. O. B. Couch, recently superintendent of the eastern
division of the Lake Shore & Michigan Southern, has been
appointed purchasing agent of that company, succeeding
Mr. L. C. Higgins, whose decease we noted last month.
Mr. W. F. Donovan, who for the last ten years has been
the responsible head of the Chicago branch of the Yale &
Towne Manufacturing Co.. has been promoted to the gen
oral managership of that company, and has removed to
Stamford, Ct., where its works and general offices are situ-
ated. Mr. Donovan's conduct of the affairs of the company
in Chicago has been singularly successful. The growth of
its business linder his administration has been notable.
In addition to his success in this direction, Mr. Donovan
has won a host of friends among those whose friendship is
worth having, and his departure to his new home has been
signalized by a series of "farewells." which lie must al
ways remember with pleasure.
Mr. Charles A. Moore, of Manning, Maxwell & Moore,
has fully recovered from an illness which kept him him
from work from sometime in June to September 1. Mr.
Moore is always swimming in a sea of business, but he
linds time for the social side of life as well, and has a very
large acquaintance outsiae of the railway supply held. He
was recently elected president of a prominent social club
of Brooklyn, where he resides.
Mr. F. A. Bailey, formerly chief clerk of the La Crosse
shops of the Chicago, Burlington & Northern, under Mr.
W. H. Lewis, and later chief clerk at the Dalles shops of
the Union Pacific, is now chief clerk al the new Cheyenne
shops of the latter road, under Mr. Harvey Middleton.
B. M. Jones & Co., of Boston, send us a Sheffield paper
containing a» account of the man-iage of Mr.VVm. F.Osbom
to Mi.ss Alice Mary Holland, both of Sheffield. England.
Mr. Osboro is the eldest son of Samuel Osborn. Esq., of
Sheffield, whose firm (Samuel Osborn & Co.) make the
celebrated "Mushet's" steel, ranresented in this country
by B. M. Jones & Co.
Mr. W. W. Sprague, for many years well known as gen
eral foreman at the Chicago shops of the Chicago, Rock
Island & Pacific R., is now in business for himself at South
Chicago III., having a weir equipped machine and black-
smith shop at that point. The number of bright young
mechanics who are leaving the railway world for the com
mercial world is on the increase.
Dr. Williams, of Burnham, Parry, WiUiams & Co.,
proprietors of the Baldwin Locomotive Works, Philadel-
phia, recently returned from a trip around the world.
Mr. Geo. M. Bassford, lately an assistant engineer of
tests on the Chicago, Burlington Jtljuincy Railway, is now
inspector of iron and steel supplies on the Union Paciflc
Railway.
John Wealinghouse, senior member of the Westinghouse
Company, manufacturers of agricultural implements, of
Schenectady, and eldest brother of George jWesting-
house, of air brake fame, died in Schenectady, Septem ber.?,
Ws understand that Mr. Wm. W. Wilson, formerly sup
eriutendent of machinery on the Alton is i^bout to leave
Bloomington and take up his residence in Chict
September l.">, the engineers of the road presented 1
a silver dinner service as a token of regard.
We have received the report of the proceedings of the
twenty-third annual convention of the American Railway
Master Mechanics Association, held at Old Point Comfort
last June. There are evidences on every page that Secre-
Sinclair exercised his usual taste and care in the
editing and publication of the proceedings. The report has
the excellent feature this .vear of giving all the standards
of the association. The value of the report is greatly en
ed by the thorough indexing given by Secretary Sin-
SUPPLY NOTES. <
'he Brooks Locomotive Works, at Dunkirk, N. Y., is ;
making a considerable addition to its plant by the erection i
of a large tank shop. The building, now nearly completed, i
has a total length of :i04 ft. and is «."> ft. wide. Of this j
length 17.5 ft. is built with two stories, the upper floor of j
h is devoted to sheet-iron and brass finishing work. ;
The remainder of the building gives ample facilities for j
tank manufacture and the stoi-age and convenient hand ;
ling of tank material. An air of activity pervades the en-
tire works and a large amount of good work is being turned i
Messrs. Stanley G. Flagg &, Co., of Philadelphia, re- j
port a good trade in their steel air-brake fittings, which by |
n of their strength and close-fitting joints are super- j
ceding the old and dangerous malleable castings.
The capacity of the Bridgeport Machine Tool Works 1
recently been considerably increased by additions to j
the floor area on which a number of first-class working
machine tools have been placed. The heavy turret head
machines and the boring mills (both of which have been
llustrated in The Kau.w.iv M.vstek Meciuxic) are in ,
great demand, and the other machine tools made by the I
ncern are being steadily ordered. Mr. Bullard has been
itiring in his efforts to establish a large and profitable
business, and deserves the success which he has attained.
—The f Chicago branch of the Yale & Towne Manufactur-
ing Co. is now in charge of Mr. Wm. H. Bryan— Mr. W.
F. Donovan having removed to Stamford. Ct., to become
general manager of the company. Mr. Bryan was recent-
ly secretary of the Heisler Electric Light Co., of St. Louis.
He is also a prominent member of the society of civil and
mechauical engineers of that city.
—The Congdon Brake-Shoe Co.. of Chicago, has been
overcrowded with orders since June 1. and an enlargement
of its works has been decided upon. An addition to the
foundry, 10.T by 25 ft., will at on.ebemade. Mr. W. D. '
Sargent, mechanical superintendent of the company, is also j
making the plans for a new pattern-room which will be j
separated from the main building and will be equipped j
with the very best tools. Mr. White, recently chief pat-
tern maker and chief draughtsman for the Ohio Falls Car
Company has taken a similar position with this company. '
—In a few weeks the works of the Chapman Valve Man i
ufacturing Co., at Indian Orchard. Mass., will be the
largest in the world devoted to its line of manufacturing.
By that time an addition to the machine shop, VJO ft. long
and three stories high, will be completed. List year an
extension luo ft. long and one-story high was built and
equipped with heavy machine tojls especially for large
work. The addition now under way has been made abso-
lutely necessary by the growth of the business as, with its
previous facilities", the company could not "catch up" with
its orders by running overtims. Mr. E. W. Buss is m,4n
ager of the western department of the company, with
headquarters at U West Lake street. Chicago.
-Pcdrick & Ayer. of Tenth and Hamilton streets, Phila-
delphia, Pa., report a large business in open side planing
and shaping machines. They have just completed their
sixty. eighth milling machine at the conclusion of the third
year in which they have built this type of machine. These
sales Include many sent to railroad shops and to the UnHed
States government. This firm have just added two more
floors to their new works and moved their drafting room
up to larger and lighter quarters. Their offices have also
been enlarged, and under the refined tastes of Mr. Herbert
Ayer are now the handsomest in Philadelphia. These
offices are handsomely built and are furnished with the
same taste that would be exercised in one's own parlor. A
handsome book case, a Rogers group, fine etchings, steel
plates and other pictures, and many articles of bric-a-brac^
all please the eye. The furniture is new, handsome,
and comforuble. Altogether, it is suqiassed by few, if
any. Mr. Ayer believes that as more working hours are
spent in one's office than in his ^.ousc and it should be just as
attractive and comfortable. Visitors to these pleasant
quarters will be welcomed and made at home.— [Railway
Review.
— G- \ . Cresson, of Philadelphia,recently put in the shaft-
ing at the Pennsylvania Railroad sbops at Walls: and have
just shipped the shafting for the Denver shops of the
Union Pacific. They are also shipping all the shafting for
the Newport News Ship Building & Dry Dock Co.
— The Madison Car Company has been organized and
will at once begin the erection of works at Madison, 111.
This place lies at the east end of the new Merchants"
bridge which crosses the Mississippi about three miles
above the one belonging to the St. Louis Bridge «i Tun
nel Co. It is a new enterprise and the location of the car
works at that point will secure a large and desirable popu-
lation. Prominently identified with this company is Mr. T. C.
Salveter, who has had ample experience in the car build
ing line through his active connection with the St. Charles
Car Company, during which he established a very large
acquaintance and made an excellent record in all respects.
—The visit of Mr. Sampson Fox to this country has, it
is said, resulted in a general change in the management
and methods of the Fox Pressed Steel Co. The main
offices of the company will be in New York where Mr,
Dickerson who, it is reported, will be the new president,
resides. The Chicago offices will be removed to Joliet.
Mr. James B. Brady will be the traveling sales agent of
the concern. Mr. Hughes, we understand, retains his
present position. The company will make a specialty to a
greater extent than heretofore of the For. pressed steel
truck.
— The Marden Car Brake Co., of Boston, Mass.. has re
moved its office to -SH c Equitable Building.
—Messrs. A. Whitney & Sons, of Philadelphia, are turn
ing out a large number of wheels for the Pennsylvania,
Poughkeepsie & Boston road, and are busy with numerous
other orders.
—The city of Boston recently contracted with the Tripp
Manufacturing Co. for their celebrated anti-friction journal
bearings for the equipment of the large Federal street draw
bridge, which is being rebuilt at great expense. Undoubt
edly the same bearings will be placed under the various
street bridges of that city at an early date, as the ability
of these bearings to stand all the conditions of service has
been abundantly shown.
—The Tripp Manufacturing Co., of Boston, manufactur-
ers of street railroad trucks of every description, are now
represented in the West by Samuel A. Randall, superin_
tendent, who is on a business trip to Cnicago and other
western cities, and Martin J. Deviney, salesman, who is on
the Pacific Coast, where many large orders are being se
cured.
—The Pennsylvania Rolled Steel Car Wheel Co. and the
Continental Steel Co. have been merged into the .N'orris
town Steel Co.
—The contract for fui-uisbing the tools and machinery
for the Tacoma shops of the Northern Paciflc has been let
to Messrs. Manning, Maxwell & Moore, of New York.
— The Schenectady Locomotive Works are now turning
out 30 locomotives per month. Among the engines turned
out during August was a iyx'.i7x24 in. ten-wheel compound
passenger for the East Tennessee, Virginia ^t Georgia.
—The Brooks Locomotive Works, at Dunkirk, have been
awarded the contract for building six ten-wheeled passen-
ger locomotives for the Atchison, Topeka & Santa Fe road.
They will have lOx'ifi-inch cylinders and ti;i in. driving
-A test of the New York Air Brake
brake system was made on the New Jersey & New York
railroad on August 2^. The train consisted of six cars
i fitted with the New York air brake and two cars fitted
I with the Westinginghouse brake. At 4t) miles an hour ou
' a .30 ft. grade the train was stopped in .504 ft. in ill seconds;
at 4.""> miles an hour on the same grade the train was stop-
ped in .V'rO ft. in 1" seconds. An emergency stop at ."w miles
an hour was made in IKM ft. in 19 seconds. A break-away
test at :W miles an hour resulted in the two sections stopping
in seven seconds, 1I'2 ft. apart. The tests were considered
very satisfactory by the large number of railway men
1 —The Cleveland Twist Drill Co. stat« that their orders
I during the summer have far exceeded their expecutiots
I and capacity. They have jnst increased their turning de-
1 partment "5 per cent., have made large additions to their
; factory, and hope to be able now to till all orders promptly.
1 —Mr. W. W. Sprague. formerly general foreman of the
I Chicago, Rock Island & Paciflc shoiis at Chicago, has
opened a small but well-equipped machine and blacksmith
shop atSoulbChicago avenue.between Ninetieth and Ninety-
first streets, at South Chicago, III. Mr. .Sprague Is an en-
gineer and machinist of ability and is making a specialty of
jobbing and repairing, and of furnishing to order refined
and gray iron castings and steam fittings and supplies. Mr.
Sprague has ample facilities for undertaking the manu-
facture of some railway or other specially for parties who
have no plant of their own.
— Gould & Eberhardt, of Newark, N. J., report the pres-
ent demands to be good for the Eberhardl's patent shapers.
178
THE RAILV/AY MASTER MECHANIC.
OOTOBEB, '1890.
drill and tapping machines, and entirely automatic gear
cutters. They have recently booked orders for tbe latter
machines to Westinghouse Electric Co., Prentiss Bros., and
P. E. Reed, and a carload is ready for the McGill universi.
ty, :n Canada A number of foreign shipments have been
—The Dayton MalleaTjle Iron Co., of Dayton, O., has
been forced to enlarge its plant every year since 1SS3. This
season's enlargement is a considerable one, and includes an
addition to the foundry 46 by 104 feet, a new core room 40
by SO feet, an extension for storing material, 83 by ISO feet,
and a warehouse four stories in height.
— The Atkmson Car Spring Works, of Chicago, have been
transferred to, and will hereafter be carried on by the At-
kinson Steel and Spring Works who have erected large and
commodious works at Spalding, 111., consisting of a steej
plant, rolling mill and spring works fully equipped with the
latest machinery and appliances, and of ample capacity to
meet the demands of an increased and growing business.
Tne works being now manufacturers of their own material
are in better position than ever before to meet the require-
ments of their customers. The new plant is one of the
most complete, compact and economical manufactories of
its class in the country. Mr. F.M. Atkinson is president and
treasurer of the works with office at siu-SOB Rookery
Building.
— Mr. W.C.Squires.formerly in the mechanical department
of the Chicago. Burlington & Quincy Railway, and lately
eicLtMi u u.i i:ai:v..,y Heating & Lighting Co.. (Frost sys-
tem . 1. i- ::..ilianical engineer of the latter com-
pany M' '-'■] i' ^ ■.< lis, also formerly in the mechanical
depiiiini' nt m1 tin Chicago, Burlington & Quincy, has been
appointed to succeed Mr. Squires as erector of the lighting
company.
—The Consolidated Car Heating Co. have had on exhibi-
tion for several weeks past in club room a. Grand Pacific
Hotcll, Chicago, glass models of their steam heating
systems similar to those shoivn at the Old Point Comfort
conventions. This exhibit has attracted many visitors,
and on September 13 the grievance committee ol the
.\tchison, Topeka & Sante Fe locomotive engineers visited
the exhibit in a body. The engineers were well pleased
with this method of showing up the workings of a steam
heating system.
—The National Car Heating Company of Topeka, Kan.
has established an office in Chicago, in room 430 Rookery
Building. This company, which is introducting Searle's
st«am heating and double circulation of hot water.is ready
to equip trial trains to be tested this wmter, and to
—The Link Belt Engineering Co.,of Philadelphia has re-
cently completed an addition of GO by SO ft. to its main
shop and has nearly finished a new all iron building 180 by
TO ft. The latter is to be devoted to structural iron work
and will be equipped with steam hammers, a riveting plant,
shears, punches and other machinery required in wrought
iron work. Hydraulic cranes are being erected in both
buildings and the entire equipment is being materially im-
proved and enlarged. The works have now on hand in
addition to their ordinary business large orders for coal
handling machinery, package elevators and "power.trans-
misstons."
—It is reported that the Widdideld-Bowman automatic
electric brake patents for the United States have been sold
to the Westinghouse Air Brake Co. lu this connection we
also note that the Widdifiald Electric Brake Co., of To-
ronto, has applied for corporation.
—Mr. W. W. Snow, of the RimapD Wheel & Foundry
Co., has found by extended experiment that an addition of
about threa to five per cent, of min^aoese to ordinary pig
metal produces a soft and ductile metal -, and that an in-
crease of the manganese to from 8 to 10 per cent, greatly
hardens the product, and imparts great toughness and dur-
ability under friction and abrasion. Mr. Snow proposes to
use this metal for brake shoes, and has secured a patent
on a shoe made of this material, in which the proportion of
manganese may range from .5 to 1.5 per cent, of the
amount of the iron.
—The Boyden Brake Co. havejust issued a third eJ'tion
ofacatalogue of their automitic quick action air brake
which will be sent to any railway official upon request. It
will be rememoered that at the conventions of the Master
Car Builders and Master Mijchantcs' Associations held at
Fortress Monroe, Va., in June, ]Sa.), a working exhibit was
made of the complete B:>yden brak: system, including air
pump and carbrakes, under tbe conditions of actual ser-
vice, in connection with a Westinghouse brake to show the
action of the two brakes together, which demonstrated
that cars equipped with the B oyden brake and the West-
inghouse brake are interchangeable and operate alike in
iho same train. The company are prepared to fill orders at
short notice for driver brakes for passenger and freight
engines, air pumps and other parts relating to air equip-
ment, and for brakes for passenger and liLii^ht luis TIk-
Boyden brake is now used on more than tliirly railruads
and everywhere is giving satisfaction. The company send
any part of their brake appliances subject to approval, and
solicit a trial order.
— The Stone & Skinner coupler, of Flint, Mich., is going
on -io Grand Trunk cars and on 10 Flint & Pere Marquette
cars. This coupler is of the M. B. C. standard type and
possesses some novel and valuable features. It is made en-
tirely, ilraw bar and knuckle, of malleable iron, and is being
manufactured at the Chicago malleable iron works.
—The Westinghouse quick action brake is being adopted
by the Northeastern Ry. of England, and by the Baden,
Wurtemburg, Bavarian and Hungarian state railways.
—The office ol the Hv.bbard An ti- Friction Side-Bearing
Co. is now in room 32.i Pbenix building, Chicago. Mr. Wm
S. Burling, of this company, informs us that this si^le hi
ing has just been specified on 300 new Armour refritji :
cars. The Anglo-American Packing Co. has been ai i
this bearing to its new cars for several months, usit..
— The offices of the Westinghouse Air Brake Company, j
formerly located on Robinson street, Allegheny, Pa., have j
been removed to Wilmerding, Pa., where the new plant of
the firm is located. All the machinery has been removed
from the old works in Allegheny to that place.
— The foundation has been completed for the building of
the Steel Truss Car Wheel Works, Edwardsville, III. Part
of the machinery for the plant has already arrived.
resigned. W. R. Morton appointed trainmaster, v
Hovey, promoted, with headquarters at Goodlaud Kas.
Clevel.ixd, CiN-ciNSATi, CHICAGO & St. Louis.— G.
Markly, appointed general foreman of shops, buildings i
assistant superintendent.
-C. B. Hibbard ap
■ NonTOEKX.
ice J M. Sa
-F. L. Parker to
general freight
Waco
,t Cor
I. .HE & MiouiOAN SouTHEUN,— Chas. B. Couch.
iii'erintendent eastern divis
lliggins, deceased, as purcha
, appointed division master mechanic at JVor-
h r H. i' Latta, resigned. A. H. Smith, bridge
' I" -nil. liutendent of Kalamazoo division.
I \. OiiLE.iS5 & Texas.— T. P. Bellows to
i^i'i \ ;< L- ,lohn T. Savage appointed assistant
THE OFFICIAL RAIL-WAY LIST.
Changes for the Month of Septe
Atchison, Tui-eka & Santa Fe.— Alva Mitchell to be
master mechanic of the Southern Kansas division, with
headquarters at Ottawa. Kan., vice T. D. Volk, resigned.
C. O. Wheeler to be general manager Gulf, t-olorado ..t
Sante Fe, with office at Galveston, vice General Super-
intendent J. H. Scott resigned and office abolished; C. T.
aiddle div
teudeut
K. Nickerson, superintendent of
cceed Wheeler as superintendent
eastern division; J. W. May has been appointed chief
dispatL-her of Gulf, Colorado & Sante Fe. at Galveston. C.
L. Leslie, appointed trainmastar of the Sante Fe"s Colorado
lines, with headquarters at La Junta. F. J. Easley has
been appointed trainmaster of the western division, with
headquarters at San Marcial, N. M.
?ngineer of the
tendent of the
Pittsburgh division, succeeding R. V. Patton, resigned.
Atlantic & Danville.— C. B. Peck, vice president and
general manager, and C. R. Capron, general freight and
passengei* agent, resigned _
ager
dispatcher.
' Mktiigan Centkal. — E.C.Brown, appointed assistant
1 to the president. Office, Detroit, Mich. Robert Miller ap-
I pointed general superiutendent. Office, Detroit. R. H.
Lf'Hommedieu appointed assistant general superintendent,
office, Detroit. J. H. Snyder appointed acting superin-
tendent of west and Joliet divisions, office, Chicago, 111.
New Okleans & Nortbwestekn.— C. H. Ogilvie ap-
pointed general freight and passenger agent with head-
quarters at Natchez. W. H. McClintock appointed general
superiutendent.
i Ni^w YoKK Centkal & Hudson Rivek. — Main line from
1 New York to Dewilt, to be operated in two divisions. E.
G. Allen appointed superintendent of Hudson division,
with office at Grand Central station. New York, and James
H. Phyfe, assistant superintendent, with office at t55th
street and lllh avenue. New York. Chas. B. Bissell tc
couliriue as superintendent of Mohawk division, and F. A.
Harrington as assistant superintendent; office at Albany,
N. Y. J. K. Leonard and Charles A. Beach to be trainmas-
ters cf Mohawk division, with headquarters at Albany and
. ! :. .V ii m; M -1^1'-- A. S. Ostrauder
cut E. (1. Allen, of Shore Line di-
cral Freight Agent Charles Rock-
C. H. Cr.
Cni.
Ekii
1 be traffic
I formerl;
r. Carr appointed general
lumbia & Puget Sound,
d Port Townsend & Southern roads.
■ge of
Seattle c>c Northern
Okegonian.— Lewis Tasheiia appointed chief engineer,
with headquarters at Portland, vice A. O. Eckelson, re-
I'M I -1,1 li'.ii .V Wi - 1 1 (,■. i; \ I', [thill appointed gen-
■ r,, , \ I - I'LTintendent; H. C.
,ouis.— (Formed
c St. Louis, Chi-
; Richmond
Cos.)
The
eral passenger .ij/'i' , - ■ _ . > ' - _
with' headquarter- at t , '■■■- \\ ; t -
tendent of telegraph. wit ft liiti. ■ V ■ ;l I' '
master mechanic, suceeetiii, J ,1 II t; :;, i,
to succeed W. E. Hough: .\ .M ti.i-i ,ii, e.Lic.ii iiMilnii-'ii-
Chicago & Eastern Illinois. —A. D. Evans appointed
purchasing agent, with headquarters at Chicago.
Chicago & West Michigan — Detroit, Lassing &,
Northern —George DeHaven appointed general passenger
agent, with headquarters at Grand Rapids, Micb. ; Wm.
A. Gavett, formerly acting general passenger and ticket
agent, assigned to other duties.
KAOo, St. Paul & Kansas Citv.— General Manager
J. M. Egaii elected president, vice A. B. Stickney, resigned.
General Passengei* Agent W. R. Busenbark promoted to
position of assistant general manager. Fred Lord to suc-
ceed Mr. Busenbark as general passenger and ticket agent.
Chesapeake & Ohio. -Motive power departments of
W.
H.ll
Cincinnati division win,
Gleason, chief train disp.i':'._i. i .
leer of maintenance of way uf .
minted to similar position on C
leadquarters at Maysville, Ky.,
Chicago. .Mh : i t i .v s, p,
LaCrosse di-
rod to \Vi
Jas. R. Will
J. N. McCollough
h t St vice president, Pittsburgh; James McCrea,second vice
if^i.ient, Pittsburgh; Thomas D. Messier, third vice
-.1 ill aijil controller, Pittsburgh; John E. Davidson,
! I'lttsburgh; S. B. Liggett, secretary, Pitts
--epiien W. While, assistant secretary, Philadel-
jMii.i .li.seph Wood, general manager, Pittsburgh, E. B.
1.1., K.r. Keueral superintendent of the system, Pitts-
burg; John P. Miller, general superintendent, Columbus,
! O. The following officers have been appointed by the
board of directors: William Stewart, . eneral freight
agent, Pittsburg; D. T. McCabe, assistant general freight
agent. Columbus, O.; E. A. Ford, general passenger and
ticket agent. Pittsburgli, Pa. ; Frank Van Dasen, chief as-
sistant geueral passenger agent, Pittsburgh, Pa. ; Wm. Mul-
lins, ourchasing agent; M. J. Becker, chief engineer; E. B.
Wall, superintendent of motive power; E. C. Bradley
superintendent nf te!egra|ih: .1 .1. Turner, superintendent
lisdivision: W. li i N. superiuteiuleui Kichmooddi-
, Porti
I ' -- 1 I..I1-, Alton & Sprinofielp. — W. W. Arnold ap-
.^p. I puiiiied superintendent.
Pith j San Antonio & Aransas Pass.— R.W. Andrews appoint-
re- ed general passenger agent, with headquarters at San An
tonio. Tex.
s;,., , I, f,,,y p,. ,,-,, _i^. gteyecson appointed purchasing
„', , :i-. 1,1 t [•.Li, III v.^ieiu, with ofBce at San Francisco, Cal_
Ml! -ill ,-. ^ I'liANcisco.- C. L. Brown appointed
II - J .lames Dun. E. B. S .nke.v appointed
;,ii^ lis-. . I . i. Ill, with ijfflce at Salem, Mo.
appointed superintendent of Iowa
Chicago, Rock Island & Pacik
pointed superintendent of Westerc
Colorado Springs, Col., \
THE RAILWAY MASTER MECHANIC.
H. Adams,
Westkks of Ala 114 Ml. —R. E. Lutz to be IrafUc manager
vice C. H. Cromwell resiKned.
Wheeling & Lake Ekie— Downer M. Adams appointed
auditor, with headquarters at Toledo, O.
Winona & Soithwestekx.— The following appointments
have been made C. L. Stewart, assistant superintendent;
K, H. Emerson, master mechanic, and W. A. Loftus, road-
master. Headquarters at Winona.
The Cincinnati, Hamilton & Dayton Railroad is the only
Ji'ie running Pullman's perfected safety vestibuled trains
with chair, parlor, sleeping and dining car service between
Cincinnati, Indianapolis and Chicago, and is the only line
running through reclining chair cars between Cincinnati,
Keokuk and Springfield lU.
AND THE ONLV DIRECT LINE
between Cincinnati, Dayton, Lima, Toledo, Detroit, the
lake regions and Canada.
The road is one of the oldest in the state of Ohio, and the
only line entering Cincinnati over twenty-flve miles of
double track, and from its past record can more than assure
its patrons speed, comfort and safety.
Tickets on sale everywhere, and see that they read C. H.
& D., either in or out of Cincinnati, Indianapolis, or
Toledo. E. O. McCormick,
General Passenger and Ticket Agent.
THKKE HAKVIsM
The Burlington Route, C , i.
Tuesdays, September nth iiui!
vest Excursion Tickets at li •
Farming Regions of the West. ^
Limit thirty days. For circulai
tickets, rates, time of trains, etc., and for descriptiv
folder, call on your ticket agent, or address P. S. El"
Gen'l. Pass, and Ticket Agent, Chicago, 111.
AJAX BEARINGS D0N7 GET HOT.
AJAX METAL CO.,
Fhiladelphia, Fe&na.
Consolidated Car- Heating Co.
CHICAGO:
COMMERCIAL BANK BUILDING.
.A.ij^.A.i«a-Tr, KTE -w "sr o n. ^
NEW YORK:
CANADA:
Ooa,tioools.o, Z'. Q
FIRE-PROOF HEATERS AND STEAM COUPLERS.
SPECIAL APPLIANCES AND EXTRA STRONl.; FITTIXtiS OF EVF.UY KIND.
COMMINGLER, DRUM AND RETURN SYSTEMS
Mcelroy, sewall, westinghouse and other patents
The Sturtevant Steam Hot Blast Apoaratus
. . . FOR .
HEATING RAILROAD SHOPS,
Sexid for- Ca.tAlog-u.os.
Stool I^rossiaro ^lo^^T^ors
For Cupola Furnaces and FORGE FIRES.
Steel Plate Planing 31111, Exhaust Fans
For Removing Chips, Shavings and Saw Dust from Wood Working Machinery.
B. F. STURTEVANT, - - Boston, Mass.
91 LIbrrI} Street, NEW YORK.
33 Xo. tunal
L'lIIC.tUO.
FAVORITE ROUTE
BETWEEN
NEW YORK
West,
North-West and
South-West.
FniiI.MA]7 SEBVICi:
^^ ..
For nil Clnsnea of Locomolire and olhrr B«ileri«
Little Giant" Washer & Tester
For all Kin. Is of Steam Boilers.
RUE MANUFATURING CO.
6 IV. IVinlhmrrrt. PHI I, A DE I. PHI A, Pa.
F. M. .\TKINS"K. Prc^i.lriit and 1 ifasurer.
THE ATKINSON STEEL AND SPRING WORKS.
— KAjnjyAcrtjBKBa or —
Cmpseity, 13 T*a> frr tmj.
Works looitcd In the olty,
OOal SOS The R^akfrr.
CHICAO*.
THE WYCKOFF PIPE CO.,
Wooden Water Pipe.
EroEXE t AI
MORTON SAFETY HEATING CO.,
RAILROAD TRAINS JJORfO ||[|I STREET CARS,
The application of a continuous aupiily of stejim not re<|Uire<1. Absolute Safely. L'Diforin
temr»orature. Shenan'loah Vallev Kjiim>ad and Koanoko & Vinton Kailroad trmInK equipi^ed
with the sjBtlni. Speciall.v adapted for ISXRKKX CAIiS. Send for circulars.
NEW YORK OFFICE:
« Broadwa.v.
BALTIMORE OFFICE:
lUti K. Saratoga St.
THE FIAILWAY MASTER MECHANIC.
OCTOBEB, 1890.
THE im ^ mm m. ^
"km" Lamps
Adopted as Standard by the United States Railway Mail Service for
postal cars, and in use on upwards of 75 railroads.
"Idams" Steel Guard Solid Top and Bottom Lanterns.
BESSEMER STEEL SWITCH LAMPS.
Headlights with turntable and side and front numbering sig-
nals. Also Interior Car Trimmings of every descrip-
tion. Switch locks, etc, Exclusive right
to manufacture the
HITCHCOCK RECLINING CHAIR.
THE ADAMS & WESTLAKE CO.,
no Ox3.tAx>lo Stireet,
y, New
Above cut lIliiKtrateh oiir Iale»t dcKiuii ..r «AR LAIHr. II i. littpd ultli
our"ACMK" Burm-r, UIhkk Drip tup, coinhliiHtioii Ventilator and Smoke
Bell. 130 Candle Poiver. Tliree of tlieNe lanipN toa car will s:ive more
light at a less cost tlian any gas or electric iijrlitingdevice yet linown.
BUTLER DRAW-BAR ATTACHMENT CO.
HIRAM KIMBALL, President.
W. W. HAYWARD; Sec'y and Treas.
CHICAGO,
:Bld.s.,
- ILLS.
To Suj)ts. of Railway Rolling Stock, Master Car Builders, Master Mechanics, Etc.
You all admit that something better than the ordinary draft rigging for freight cars is very necessary. The above
cuts show the BUTLER DRAW-BAR ATTACHMENT, which has made a record of several
year's service on tens of thousands of cars as THE BEST IN EXISTENCE. Its use will largely decrease your ex-
pense account for freight car repairs. Its saving of draft springs alone is enough to justify its use. Write us for refer-
ences, satisfy yourselves as to its record, and we believe that you will adopt it as your standard. Address as above.
^ v'\f''T^f * THE STANDARD
Solicitor of Patents LUBRICATING
OF AMERICA.
For Railroads
eal«fMi Bngine, Coach A Car OU.
Gravity. a6», 27', 38*, 29". Cold teat, !()•
below aero.
No tteezing In coldest weather, and eotlre
freedom from hot jonmalB at any " '- "-
exolasive use npon a majority o:
railroads has demonstrated.
Showrne Better Results than
any other Oil Extant.
Baferenoes tnmlBhed on application.
GALEMOIL WORKMiiiitfil
For this occasion the Queen & Crescent
Route will sell single round trip tickets from
Cincinnati at $8*75 each, and for parties of
25. tS-90 each, good 10 days.
The Queen & Crescent Koute is the Short-
est and Quickest between Cincinnati and
Knoxville. Two Express trains leave the
Grand Central Depot Daily. Throuph Sleep-
ing Cars Without Change. The Koute is
through the Famous Blue Grass region.
Passing Wild Cat and Cumberland Ford and
the lines of Thomas' Schoeprs and Burn
pide^s operations, passing along the Valley
last of Walden's Ridge, via Harriman, the
wonderful new city of the South.
For further information write D. G. Eu-
■WARDs. G. P. and T. A., Q. & C. Route, Cin-
clnDati. O. Descriptive matter sent on ap-
plication.
^'^sW\m;\^^
NOVEMBEE, 1890.
THK RAIL^VAY MASTER MECHANIC.
WALTER D. CROSMAN, Manager Editorial Department.
EDWIN N. LEWIS Manager Business Department.
PUBLISHED MONTHLY BT THE
RAILWAY PURCHASING AGENT COMPANY,
Prior to January 1. 1886. thlH journal was known as The Rail-
way Parchaslng Agent. It will still In Its new and wider Seld be
adapted to the especial wants of all who purchase or Influence
the purchase of railway supplies.
Subscription price, $l'0o a year. Advertising rates and details
oonceming circulation give)
THE RAILWAY MASTER MECHANIC.
The Rookcrj . Cliiciiiro, 111
New YduK Office: 43 Broadway. Room 148.
Tlie Offlriat Batluay LM to puWtoAfd by this company.
VOL. ,1.1 CHICAGO. NOVEMBER 16907 [NCX 11.
The lluiliraii Serrire (_i,i:ette quotes the opening
sentences of the editorial in the October Railway
Mastbb Mkchanic on labor organizatioua, with sur-
prised approval, as coming from one who "has been,
we think, more bitterly opposed to railway labor as-
sociations than any other." If the (rmitte had re-
published the whole editorial we could for-
give its unjust and untrue assertion. Its readers
would then have been able to judge for themselves
whether or not the article as a whole was in ac-
cordance with the facts. Unfair and misleading
quotation and comment are a covert insult to in-
telligent and fair minded readers.
A TRAVELER through the far eastern states is
strongly impressed with the neatnlks and the
beauty of the road-way, stations, etc., and of even
the shops and the yards, of many of the railroads
in that section. Beautiful stone station buildings
of quaint and artistic design, covered with vines
and surrounded with shrubbery and dowers, are verj'
common. The roadway is also kept in an admir-
ably neat condition, and, as we have said before,
even the shops have not been neglected, for mauv
of them have about their entrances neat grass plots
and flower beds, and are covered with clinging
vines. The effect is charming, and there is no
reason why a shop must be, simply because it is
a shop, a dirty, smoke - begrimed, unattractive
structure, surrounded by piles of scrap. It costs
but very little to keep the yards iind interiors of
shops in a neat and clean condition. As a matter
of fact money really may be saved by so doing, not
only through the proper care and prompt sale of
scrap, but lu the saving of time and energy wasted
in the climbing over or passing around the ob-
structions which ill-cared-for scrap permits; and
the expense of starting and maintaining a flower-
bed or grass plot here and there, and vines along
the walls, is really not worth considering as an
expense. There is no reason why taste and prac-
ticality should not go hand in hand in a rail-
way shop. Wlierethey are permitted to do so the
residt is not only pleasing, but, we believe, conduc-
ive to more and better work.
Much has been written in technical and mechan-
ical papers of how to make drawings for shop use
and the various methods of reproducing copies of
tracings by sun printing, but we hear but com-
paratively little of methods of filing and storing
the tracings and prints.
In the growth of the larger manufacturing firms
and railroads there comes a time, if tlieir growth
has also extended to the drawing room, that the
care of tracings and prints must receive their pro-
portion of thought.
A leading requirement of a system of filing
tracings and prints is that the tracings should be
kept in a secure place safe from fire and
dampness, for these original tracings are records
which woidd be hard to replace if they were
destroyed. The ti-acings should not be used
for reference in the drawing room, as
constant handling will soon render them unfit
for making clear prints. The prints should be
tiled in the drawing room that they may be read-
ily-'referred to without loss of time, and
should be so marked that when no longer required
for immediate use, they can be returned to the
proper case and drawer without the necessity of
referring to a catalogue to find their place.
Varying ideas as to whether prints should be
kept rolled or flat, in tubes or in drawers or in
scrap books, are held in the drawing rooms of the
country. There must] be a "best way," and we
would be glad to receive suggestions as to what is
that way. Meanwhile, we present elsewhere in this
issue, a brief account of the system employed in
the motive power office of the Chicago & North-
western Railway, and commend it as a system
which in practice proves entirely satisfactory to
those employing it.
" High Science," who in another column finds
fault with "Plug Puller" (who ventilated his views
in our last issue), appears to be inclined toward
sarcasm. He makes several suggestions which are
rather hard to meet. Concerning the main point
for which he is striving, that is, the advantage or
disadvantage of carrying high steam, we frankly
coufesfi that we cannot at present offer the figures
which he asks for. We would be very glad to ob
tain such figures ourselves, but a somewhat ar-
duous search has failed to discover them. He
should know that performance sheets are not re
hable guides in such a matter as this. And hi
should also know that the advent of higher pies
suresis without exception simultaneous with other
changed details of construction. It is simply a
matter of impossibility to dissociate the elements
of gain resulting from the introduction of high
pressures, for the reason that other improvements
or changes have been made at the same time.
What were termed progressive pressure trials were
commenced in England some time ago, but were,
we beheve, discontinued before conclusive results
were obtained, by reason of the resignation of the
officer having them in charge. We may venture
to hope that some day similar tests will" again be
undertaken, tests like those attempted in England,
in which the results of the use of various pressures
in the sameeneine unchanged in any respect, may
be observed. It is about time that some of us should
know the facts about the net saving in the use of
180-lb. pressure, as " High Science " argues.
Meanwhile we must rest contented in the belief- -
which sound engineering theory supports — that
there is a saving in the higher pressures.
[ being daily laid bare by railway chemists — to the
very neat profit of radway companies. One might
go on indefinitely, buying adulterated (or even
in the case of some articles absolutely spurious),
white lead, pigments, oils of all kinds, miscel-
' laneous supplies, etc., were it not that a chemist
was at hand with his searcliiug analysis to detect
the tricks of the unscrupulous or the error of the
j careless seller. The work of railway chemists in
i this line has saved, and is saving, large sums to
lailways.
There is also a large amount of profitable work
for these chemists in the way of original investi-
gation on lines that suggest themselves daily in
every railway mechanical office and storehouse.
A chemical laboratory, properly conducted, daily
proves its usefidness by what it actually accom-
lishes, and, further, by the moral effect that its
work has upon manufacturers. It is an observed
j fact that when a railway establishes a chemical
laboratory, the supplies sent to it improve in qual-
ity— the manmaclurers learn that evety article
must come up to the mark, and they govern them-
selves accordingly.
Perhaps in closing we can do no better than to
quote from the extended treatment which we gave
to chemical laboratories in this journal early in
18«7, as follows :
The saving dui^ to the laboratory is effected in
several ways:
1. By watching the character of all material pur-
chased, to see that it is neither adulterated nor made
up in whole or part of inferior material.
2. By improving the character of the material
used, without, if possible, increasing the expense —
although there are plenty of cases where increased
efficiency justifies increased expenditure.
3. By its substituting cheaper material for more
expensive whenever the use of the latter i
lEMKAL LABOK.ITORIKS.
We were somewhat surprised recently to hear the
reason for the closing up of the chemical labora-
tory of a prominent road given thus: "We could
not find enough for the chemist to do." This is
unquestionably the true reason, but what a reason
it is ! We may look around among the railway
chemical laboratories of the country — (and all too
few in number these laboratories are I and find in
each from two to seven chemists hard at work.
There is no evidence of inability to find work
enough for them to do. They are all busy on as-
signments that come in faster than they can be
reported upon. We are aware that the argument
can be made that some of these assignments are
of a comparatively trivial importance; indeed, we
have ourselves noticed some lines of research
taken up liy railway chemists that could be con-
sidered valuable only by a considerable stretch of
the imagination. But despite this, the fact re-
mains that, under competent direction, a chemist,
properly supplied with apparatus, can be kept
profitably engaged the year round by any road of
importance.
Bropping, for the present, all reference to what
may be termed original investigation, we may
state with assurance that the work of a compe-
tent chemist may be so directed as to pay well, if
it be devoted entirely to analysis of supplies alone.
Commercial honesty is not so irreproachable that
it does not need a check; every railway
laboratory in the country ha^ in its records
ample testimony of this fact. Every trade has
its tricks and the tricks of a good many trades are
4. By its serving as an experimental station where
investigations of all kinds may be carried on, in or-
der to obtain data, which are, sooner or later, to have
their economic bearing. The officials of the company
have then here a suitable place where their ideas
and suggestions of experiments— which their own
time and duties do not permit them to do — can be
carried out.
.Summing up, the idea is to apply chemical knowl-
edge in every direction— wherever it promises to be
of any service or to do any good.
No road of importance should find it difficult to
keep a chemist busy in producing the results above
suggested.
ECO.XO.MV IN DETAILS.
The way of the average railway,manager is not
at present exactly a flowery one. In spite of a
comparatively large tonnage to be moved, rates
are still in a feverish condition, and much more
traffic has to be moved to receive a certain amount
of gross earnings than formerly. The net earn-
ings, however, are the key note of the situation
and the end to which all the manager's efforts
should be directed. Under present conditions of
traffic, even with maintained rates, the margin
between revenue and cost is alone alarmingly
small, and the prospect for meeting interest and
dividend obligations seems in many cases quite
unpromising. Upon roads where the traflic has
grown well up to the capacity of the line this in-
crease in tonnage handled does not by any means
reduce the cost of moving the individual traffic
unit. It is necessary, therefore, that we must look
in some other direction for the means of increas-
ing the net earnings.
In order to reach this desired end the greatest
economy is necessary. True economy, however,
is a widely different thing from a course of action
which will let the property fall into poor condi-
tion for the purpose of makmg a temporary show-
ing. The class of economy we are considering
makes use of the most perfect devices known in
structures, rolling stock and methods, and does
not stop making necessary improvements, even
though there may be an expenditure for the time
being in order that future savings may be effected.
The savings that may often be effected by close
attention to comparatively small things are by no
means to be despised. The larger items in which
savings can be made, as, for instance, the fuel ac-
count, have been often referred to in these col-
THE RAILWAY MASTER MECHANIC.
NOVEMBEB, 1890.
umns. In the collection of scrap material, in the I
careful watch of the use of new material, in the
substitution of cheaper grades of lumber for cer- |
tain classes of work, etc., good savings may also j
lie made. j
Among the smaller savings, though the total
amount involved may equal a round sum upon a
large road, can be considered that which comes
from improved office methods. In the various
departments at the general offices there is usually ,
a system established which has stood the tests of 1
time, and the examination of different office heads, ;
and, at the various stations, the methods ordered
by the various auditors, shows them to be
generally uniform and such as will give
the desired results with the minimum of expense
in labor.
When we come to the offices of superintendents,
master mc chanics and roadmasters we often find
a lick of system and uniformity. Such offices as
a rule have not enough in common with simi-
lar offices on other parts of the road and each one
is apt to have methods peculiar to itself. There
is too much of a tendency to use round-about
methods of arriving at results, thus taking longer
than need be to arrive at certain results and with
a needless expense of office labor. Aside from the
monthly pay rolls and their distributions there is
but little in such offices that represents actual
money expended by the company, the balance be-
ing mainly statistics. As illusti-atiug the tenden-
cy to take more time than is necessarj' in such
matters we would mention the case of a road-
master's office where a double entry system of
accounts was kept with each section of the divis-
ion, necessitating considerable work. A simple
book with printed blanks allowed this work to be
done in not more than one-tenth of the time. This
tendency of attempting to keep statistics by what
may be called accounting methods holds with
many master mechanics' offices, and we have
noticed many instances where in an office em-
ploying not over three or four men the time of
one man was saved by the introduction of shorter
and more concise methods of keeping the regular
office records and reports.
It seems advisable that on any large road there
should be a regular examination by competent
persons of the methods used in all offices of the
character we have referred to. This is not only
for the purpose of shortening and improving the
methods used, but also to insure greater uniform-
ity. The manner in which the details are kept in
all offices of a similar character upon a road should
be perfectly uniform, thus enabhng better compari-
sons to be made and allowing office men to be
shifted from one office to another without having
to lose time in their new positions while learning
the local detail. This subject may seem a small
one, but experience has proved it to be worth fol-
lowing up closely in many cases.
l'OS>iIBLK SAVINGS IN THK fOAI. A< COl'JJT.
Very careful and long conducted investigations
into railroad accounts have shown to the officials
of at least one railway system that the most im-
portant single item of saving that remains is to be
found in the coal bill. This system is accordingly
going very thoroughly into all the elements con-
nected with the use of coal upon its locomotives.
The investigation of this item up to date has led
to the conclusion that the economies in coal using
can be attained in three different ways. First, by
getting better water, next, by instructing the en-
ginemen in the art of firing, and, third, in obtain-
ing the best possible construction of fireboxes and
boilers. A number of other roads have also been
working on the three Hues indicated.
As to the water supply it is apparently a question
of the futiure as to whether the situation can be
remedied either by looking after the original
sources of supply, or, in case improvement cannot
be obtained there, by purifying the water either
before putting it into the tender, or as it is enter-
ing the boiler. Much can be done by examining
the natural supply, and arranging for replacing
that supply when found bad, but in many cases
only a little can be done in this way. In such cases
-t becomes necessary to take up the question of
purification. Boiler compounds cannot be said, as a
general thing, to be in good repute. The purifica-
tion of water in tanks before taking it into the
tender seems to be generally conceded to be the
proper method of handling this difficulty, but the
enormous expenses of the necessary plant form a
serious and very effective obstacle in the way of
adopting this method. Several methods of purify-
ing the water after it leaves the tender and before
it enters the main body of water in the boiler have
been tried with varying degrees of success. We
may say in general of this class of devices that
the.e seems to be almost as much difficulty in keep-
ing the purifying apparatus free from sediment and
scale, as there was originally in keeping the boiler
clean. So, as as we have said, the water problem
still awaits solution.
As to the second liu^ of reform for securing lower
coal biUs, — that is, in the better drill and instruc-
tion of enginemen in regard to the economical
hand ling of coal in firing — this has been followed
up very successfully by a number of roads and is
not only producing excellent results, but promises
well for the future, as the elements of combustion
become better known.
The third possible source of saving, viz: im-
proved construction of fire-boxes and boilers, has
for years been carefully studied. There has been
a great deal of progress made in this direction,
but it has not been a uniform progress. Fire-box
construction has been a hobby with many good
mechanics, and also with many mechanics of an
indifferent order. Accordingly, on more than one
road has a progressive step been taken towards bet-
ter construction only to be abandoned.
It is generally conceded that a deflector in the
flame-way, either in the shape of a brick arch or
water table, is necessary to produce the best re-
sults in combustion. The relative merits of the
brick arch and the water table are still under dis-
cussion, but experiments now being made will, we
trust, turow conclusive hght on this question.
Another concession generally made is that pro-
vision should be made for a plentiful supply of air
through and above the grate, although such pro-
vision is not by any means generally found in
practice. Carefid investigators assert that this
air supply should equal 40 per cent, of the grate
area, and that the openings above the grates should
equal from l-60th to l-50th of the grate area in
engines fitted with brick arches or water tables,
and one-third of that amount in engines with plain
fire-boxes. Past practice in grate design has re-
sulted in choking up the grate so that, in order that
sufficient air might enter, a draught too strong to
produce economical results has been necessitated.
This error should be rectified, and can be easily,
due regard being had, of course, to the strength of
the grates and their ability to retain the fire.Light
fires are considered better than heavy fires, but it
is urged by careful experimenters that it is better
when using light coal to use a softer blast and a
heavier fire than to attempt to close up the grates.
tONFMCTING AlITHOKITV.
It is a matter of common observation that the
efficiency of railway service is very often seriously
impaired by jealousies between officials; but it
should be remembered that these jealousies should
not always be charged up to the men involved, for
they frequently result from neglect of the ap-
pointing power to properly designate the duties
of appointees. If, when appointment is made, the
duties and jurisdiction of the new officer were
definitely laid down in black and white, and this
information handed to all other officials concerned,
many heart biu'ning jealousies might be avoided
and the interests of the railway materially helped.
It is not wise, at least in oiu' opinion, to give a
man the title of, say mechanical engineer, and
then privately instruct him to look after shop de-
tails, customarily under direct control of master
mechanics, unless the latter are notified of these
instructions. We have known of just such a case
as this. Both the mechanical engineer and the
master mechanics were first-class men, and well
trained in their respective professions of master
mechanic and mechanical engineer. Is it any
wonder that there was annoyance on both sides
when the master mechanics and the me-
chanical engineer met in the carrying out
of the private instructions above alluded to? It
must have been trying to the master mechanics to
have their department thus invaded; it must have
been unpleasant for the mechanical engineer to
thus enter upon such deUcate ground. How much
better it would seem to have been to have ob-
tained the desired reforms from the master me-
chanics, or, if for any reason it were desirable to
place them in the hands of the mechanical engi-
neer, to have acquainted the master mechanics in
advance of this purpose.
It also seems unwise to permit the line of au-
thority between master mechanic and storekeeper
to become obscured. The stores should be abso-
lutely in the charge or either the storekeeper or
of the master mechanic. No half way dealing
with this matter should be permitted. If there is,
the purchasing agent, the storekeeper and the mas-
ter mechanic will be in a perpetual three-cornered
fight, and the supplies will be bought and handled
in a manner far from economical.
It is a questionable policy — to cite a third from
many instances of improper distribution of author-
ity and duty — for a manager to hold a superin-
tendent of motive power responsible for his de-
partment, and then habitually — without consulta-
tion with the latter — assign special work to a
subordinate in that department, and accept said
subordinate's judgment in important questions in
preference to that of his chief. Such cases are not
unknown. How can the mechanical department
be reasonably expected to run to advantage under
such circumstances?
We will allude to one other form which this dis-
organizing element of conflicting duties and
authority frequently takes. It is the most com-
mon form of all, and one which is perhaps the
most liarmTul. It is seen where a first class man
is placed at the head of a mechanical department
— placed there supposedly to have full sway — and
then is practically shorn of his power by being
continually subjected to the caprice of a higher
official who has ideas of his own as to mechanical
matters. The mechanical official is compelled to
adopt a policy, or a method, or a device, or a form
of construction, that his whole training has taught
him to be wrong, or at least questionable. With
his professional reputation at stake, he is not per-
mitted to exercise his own judgment. Such treat-
ment is not only unwise, as affecting the interests
of the company, but unfair to the man who is sub-
jected to it. Many more than one of unexplained
resignations have had their origin in just such a
policy. If a man has sufficient mechanical and
executive attainments to cause him to be placed
in the position of superintendent of motive power,
he should be left alone when placed there, and
not dictated to, as least as regards the solution of
mechanical problems. If he proves to be a man of
unquestionably mistaken ideas, he should be re-
moved and replaced by a man thoroughly compe-
tent. But while in office his judgment should be
respected as befits his title. He should, of course,
report to his manager and obtain authority for all
radical steps and all that, as common business
prudence demands that all subordinate officials
should, but he and not the manager should run
the mechanical end of a railroad's business. Not
only is he more apt to be better qualified than the
manager to pass upon the correctness of given me-
chanical problems, but he ispretty sure to lose in-
terest in his work if his judgment is continually
overruled by his manager. The result will be,
if he be interfered with in the manner suggested,
that his department will run at a continued disad-
vantage, and that very likely a good servant will
be spoiled.
tOUKTKSV TO VISITIIUS.
It is a somewhat paradoxical fact that the "visi-
tor" is at once the source of the greatest annoy-
ances and of the greatest pleasures that come in
the business life of the mechanical officials of rail-
ways. A call upon such officials may be pleasur-
able or not, depending upon the tact of the caller
or of the host, perhaps of both. A master me-
NOVEMBEE, 1890.
THE RAIL^WAY MASTER MECHANIC.
cbamc or a master car builder is always "busy,"
that is, if be be a worthy official. But ii well recog-
nized feature of bis daily duties is the receptiou
of visitors, and be should never feel too busy to
discharge this duty in some fashion. Any caller,
from a brother official to a boy with a note, is en-
titled by reason of the elementary principles of
courtesy and politeness to such an audience, that,
be bis visit fruitless or successful, be will go away
feeling that he has at least been well treated.
Many visitors are interesting to the host, many
more are not, and some are not ouly uninterest-
ing but disagreeable. It is quite an accomplish-
ment to successfully handle these grades of callers
— to squeeze time out of a busy day for the interest-
ing one without permitting him to see that you are
"squeezing;" to delicately get rid of the uninter-
esting one without offending him, and to snub the
disagreeable one without bis knowing it. This lat-
ter feat is rare — only those endowed with tact of a
heaven-bor . order can successfully perform that.
But success can be approximated by any one who
cbosestomake a study of it.
The exercise of tact is essential upon both sides
during calls. The host should fully realize that bis
visitor is apt to be as busy a man as he is ; that the visi-
tor may have greatly inconvenienced himself to
make this particular call, and that to refuse him an
audience, or postpone it, may cause an expensive
draft upon bis time, patience and purse. Bearing
in mind these possibilities the host should, after
deciding upon his own probable interest in the in-
terview, consult his faculty of intuition and gaugi
the time be will give his visitor accordingly, al
ways however, be the time a moment or an hour,
giving it with at least apparent cheerfulness.
The saying that whatever is worth doing at all is
worth doing well, is particularly apphcable here.
The official who closely adheres to this rule will
be sure of the respect and favorable comment of
all — those who do not get what they want as well
as those who do. There is a way of refusing a re
quest so that the asker will depart with a feeling
of gratitude — the newspaper man eager for blue
prints or statistics or the salesman equally eager
for an order, may both be sent away with their
requests immet, yet amiable iu mind and grateful
for something, they know not what. The host has
simply exercised tact.
The visitor must also exercise this talent. He
should not enter an office and expect that because
of his personality, bis connection, or the trans-
cendent value of what he has to offer — that be-
cause of these or any reasons, the master me-
chanic is, as a matterof course, to drop everything
and everybody, and give an attentive ear to what
he has to say. He must realize, on his part, that
the head of a mechanical department has all he
can possibly do, and that his time is valuable as
well as that of others. The business in hand
should be broached quickly, and presented in as
few words as possible. The visitor should have
tact enough to gracefully close the interview when
just enough has been said, and not trouble the
host to devise some polite way of closing it him-
self. There are rights on both sides, and both
sides should recognize these rights and act accord-
ingly.
It is a fact that some master mechanics and some
visitors actas though absolutely ignorant of the lead-
ing courtesies that should open and close an inter-
view, or that should mark the preliminaries of an
intended interview. To illustrate — we were in a
master mechanic's office one day when the card of a
salesman of supphes was brought iu. Word went
back that the master mechanic was busy for the
moment. So far so good. But presently the
master mechanic started out with us to spend an
hour or so in the shops, passed the caller whom
he knew had just sent in bis card, ;;ave him no
word or glance — just left hint there to cool his
heels pending an uncertain return, a return, by the
way, that was by accident or design timed to ex-
actly meet the limch hour. Now this act was not
only one of discourtesy but of insolence. More-
over, it was unfortunate, for it, of course, dis-
gruntled the insulted salesman and destroyed the
pleasure of our own visit. How much better it
would have been to have made pohte excuses to
the visitor, if be was undesirable, or if he was un-
objectionable to have put us aside for a short time.
Another illusti-ation — from the other side — a sales-
man called upon a master mechanic and was
politely dismissed with the statement that the
particiUar device he had to offer could not be con-
sidered by the company at the time. The sales-
man, who at the time considered himself to be
quite a somebody and to enjoy a remarkably fine
connection, left iu a buff and made an ass of him-
self for six months or more by roundly abusing
the master mechanic iu question. (He got an
order at a later date, and changed his tune, by
the way.) We took the pains to get at the bottom
of this episode and found the unquestionable fact
to be that this man was well treated at his first
and at his subsequent visit. He was a man who
evidently did not know bow to enter an office or
to leave, or how to conduct himself afterward.
These illustrations, botli based on fact, and un-
doubtedly duplicated in many a man's memory,
serve to show what seiious mistakes may be made,
unless both visitor and host constantly bear iu
mind that they should be governed by politeness,
tact iiud "ood horse sense.
NOTES OF THE MONTH.
Oui- readers will remember that in our last issue we
gave the circular of the M.C. B. committee on stand
ard couplers, asking manufacturers of couplecs to
send a sample coupler, with drawing or blue pr
to the chairman of the committee, Mr. Chamber-
lain, N. Y. C. & H. R. R. R., Buffalo, N. Y. Th
committee informs us, however, that only a few of
the sample couplers have been received, and asks u:
to call attention to the matter again, as it is vsry de
sirable to get the information upon which to base
its report to the executive committee of the Master
Car Builders' Association.
On the Intercolonial Railway is used a copper tab-
let attached to the boiler butt, upon which is
recorded the date of renewing tubes and the pres-
sure the boiler was subjected to at that time. The
record reads after the following fashion: "Engine
.000, M. 7-90, iiO lbs.," meaning that engine No.
was given new tubes at Moncton in July, 1S90, and
the boiler was then tested to 220 lbs. This gives
ready information to locomotive inspectors and it is
maintained at a small cost. The washing out of
boilers is also recorded, this, however, upon a
printed form which is placed in a card case attached
to the cab in a convenient place. These are replaced
by new ones and are filed away at the motive power
office. These little things do not cost much and ap-
pear to be very convenient.
Work on the new general shops which the Louis-
ville, New Orleans & Texas Railroad is building at
Vicksburg, Miss., is progressing rapidly. The roof
of the boiler and blacksmith shop, which is 60x70
feet, is already completed, and the building is being
finished off. The machine shop, 90 x 190 feet, is im-
mediately south of the blacksmith shop, but is sep-
arated from it by a transfer table 35 x 176 feet. At-
tached to the machine shop is a boiler room 30x56
feet, from which will rise the main smokestack, an
octagonal brick tower 103 feet high and 11 feet in di-
ameter. Adjoining the boiler room is the office and
store room, a brick building .50x90 feet. The plan-
ing mill and car shops, 90x2-50 feet, is well advanced
towards completion. South of the car shops there is
another transfer table 60x60 feet, and then comes
the paint shop, which is 40x120 feet and built of
galvanized iron. These buildings will'cover a space
of about four blocks, including the round-house, and
if stated that in size they are excelled by few, if
ly, shops in the South.
Working models of inventions are always inter-
esting, but among the hundreds of them shown in
railway circles that showing the circulation in a car
heating system is pretty sure to command the great-
est admiration and interest. Models of this nature
have been produced by the Consolidated Car Heal-
ing Company. Many of our readers saw these models
at the Old Point Comfort conventions. The company
has now constructed similar models showing its
three methods of car heating for exhibition, not only
in Chicago but also in different railway centers
throughout the country. The models are one
twelfth size, and the results as regards time of pro-
ducing a complete circulation in the pipes, are pro-
portionately the same as in a passenger or sleep,
ing coach. The piping is of glass and by introducing
a little coloring matter into them where the circula-
tion begins the progress of the circulation can be
plainly seen. Specially constructed thermometers
aru placed at difterent points to show ;the degree of
heat. These models are extromely interesting and
reflect credit on Mr..). H. Sewall, who designed
them.
In the office of Mr. A. B. Underbill, superintend-
ent of motive power o? the Boston & Albany, the
blue prints are kept on tile in a very convenient man-
ner. The standard size of the prints in Mr. Under-
bill's department is 15x22 in. As soon as a print is
taken a copy is placed in a scrap book made of
medium weight manilla paper and strongly bound.
There are 2.50 leaves to a book. These leaves are,
say about 2 in., larger each way than the print, and
are numbered from 1 to 250. The prints are pasted
on the right hand page in every instance, and the
number of the print is the same as the number of
the page. There is no attempt at grouping, or sys-
tematic arrangement by subjects or classes of the
prints, but they are simply placed in numbered
sequence. The contents of these large scrap books
are indexed in a small index book of the usual form.
Mucilage is used in pasting, and the four corners of
the print only are pasted to the leaf. One is apt to
think of a scrap book as something bulky, ill-shairen
and grimy, but these books in Mr. Underhill's office
are everything that one could wish for, and as a con-
venient file of prints forms about the best thing we
have seen. It is but a moment's work to find any
print that is desired. When another print is taken
to be sent to anyone, the date and name of the per-
son to whom it is sent are all entered on the margin
by the side of the print iu the file.
Mr. Robertson, of the Central Vermont, is fitting
the inside of his front doors with I in. cast iron
plates, the surface of which is deeply roughened in
what may be called a diamond mitred design. This
surface serves admirably to break up the cinders.
Very many of the styles of lettering used on
coaches are unsatisfactory either from an artistic
standpoint, or on account of being illegible. Such a
lettering has long been in use upon the coaches of
the Central Vermont Railroad, and Master Car Pain-
ter Charles A. French, of that road, has adopted a
new form of letter which is shown herewith. It will
be placed upon all coaches as rapidly as is practic-
able. As will be seen, it is a bold, legible letter.
and yet one in which a graceful outline is preserved. |
The lettering will be done in gold on a black ground,
two shades of umber being used for shading.
In this connection we may speak of the notably legi-
ble lettering used by the Maine Central upon its
locomotives and tenders. This letter is of a plain
golhic design. It is put on in nickle foil upon a dead
k ground, the whole being varnished over after
the foil is put on. The nickle foil maintains its
brightness for a long time, and stands the wear and
tear of weather, and smoke and cinders, 8uimirably.
very satisfactory in every respect, with the ex-
ception that at a little distance the locomotive ap-
pears as though it had been lettered with white
paint, and this appearance is not altogether plea.s-
The element of legibility, however, is excel-
lently well supplied by the nickle foil and the gothic
form of letters.
184
THE RAILW^AY MASTER MECHANIC.
NoVEHBES, 1890'
1 the surface
s cleaned in
sed over'' and*
them to the
An interesting method of cleaning car wheels is
briefly described in a recent issue of Engineering
News. The process, which is followed by the New
York Car Wheel Works, consists simply of an appli-
cation of the sand blast principle. The wheel is
placed vertically in a small chamber, its tread rest-
in" on rollers moved by gearing, which slowly re-
volves the wheel. An air blast carrying cinders
leads into this chamber and plays up<
of the wheel. One face of the wheel
about 20 seconds. The cinders are
over again, a belt elevator returning
supply bin. There is very little wear of the cinders,
and what small particles of dust are worn off are
blown into a dust chamber. One man can clean 200
wheels with this apparatus in 3i hours. The clean-
ing is better and more cheaply done than by ordinary
hand labor methods.
A meeting and banquet was recently held in Chi-
cago by the grey-haired ex-employes of the old
Galena & Chicago Railroad, among whom Mr. John
E. McMahon was one of the principal figures. Mr.
McMahon was the Brst conductor to run a construc-
tion train out of the city, and he also commanded the
train that ran from Chicago to Clinton, Iowa, 138
miles, in two and one-half hours, which is said to be
the fastest time ever made on the road. Mr. Mc-
Mahon is at present acting as chief inspector of city
tunnels.
THE CHEYEIWE SHOPS-UKION PACIFIC BAILWAY.
i built by the
gFour," whic:
ue, have bee
The large ]0-wheeled locomoti
Brooks Locomotive Works for the '
we illustrated in our September
giving very satisfactory service. Their steaming
qualities have been found to be excellent; they are
notably quick in picking up a train and getting un-
der headway, and fulfill the expectations of the road
in every way. Concerning their economy nothing
definite is known as yet. The engines have been for
a part of the time in mixed service, freight and pas-
senger, and have not, we believe, at any time been
given anything like their nominal load.
The results of the M. C. B. letter ballot are ap-
pended. It will be noted that the much-talked of
journal box for 60,000 lbs. cars and the proposed lid
failed to be accepted. There is little doubt, how-
ever, but that the box as proposed will be quite gen-
erally used, as well the proposed lid. It will be
noted that a majority of the votes oast favored both
these proposed standards. They failed simply because
the majority was not large enough. All the other
proposed standards went through with big majori-
ties. The adoption of the brake beam lever angle,
passenger draw bar hight, and steam pipe fitting will
prove very satisfactory. Appended is the ballot:
SUMMARY OF VOTES AND RESULTS.
i
1
No.
votes
cast.
1 =
1
"To't'el"'-
Subjects Voted On.
1
1
1
,
'°r^o^'\^t<T^-
.
m
249
548
m
Rejected.
^^aSJ>«„l%o".^:
b
297
251
548
366
Loadlu? logs and
poles on care
c
539
1
540
360
Adopted.
Racking cars for load-
d
467
63
620
347
Height Drew Bar
g
639
8
547
365
Safety chains for
f
UO
loe
648
366
,.
Xl^.^'^.^e^ZZ
e
BIB
41
549
362
•■
'mzmi
h
140
sie
358
By Peakce Atkixsox, M. E.
The headquarters of the motive power department
of the Union Pacific were formerly at Omaha. It
became necessary to build a larger plant and advis-
able to locate it near the centre of the system.
Cheyenne, Wyo., was chosen as the site on account
of its location and natural advantages; it is on the
main line about midway between Omaha and Ogden
and from it branches run north and south. On this
system each division also has its repair shops.
The new shops are extensive and well laid out, as
may be seen from our engravings. By referring to
the general plan a good idea of the grounds and
buildings may be obtained. It must be said here
that a large amount of track is now being laid,
especially between the shops and the main line,
which is not shown on the drawing. When these
were division shops only they comprised what is now
the boiler shop, the 20 stall round house, the copper
and tin shop and adjacent small buildings. These
are all built of stone. The other structures are all
new and indeed the office building, and the paint,
car and wood-working shops are not yet completed.
The new buildings are all of very neat design, are
built of brick with stone foundations and facings,and
present a very pleasing appearance. The plant is
located on a stretch of ground parallel to the main
line and opposite the depot grounds at a distance of
120 yards and can be approached from either direction
by numerous tracks. The yards and shop grounds
extend over a mile and occupy about 170 acres.
The machine shop is a well arranged building,
while its appurtenances are modern, speaking par-
ticularly with reference to the use of electricity for
a traveling crane and the use of portable compressed
air engines in the shop. The main building is 125x
222, one-half of which is the machine shop proper,
while the other half is the locomotive erecting shop,
containing ten tracks with a capacity for 10 engines.
The annex is50xl32i ft.and is divided into three parts,
the engine, boiler, and wash rooms. The building
has a tin roof with a pitch of 1 ft. in 3 ft. and in its
construction ordinary "A" trusses are used. It has
been found advisable however to have flatter roots
on account of the wind and the newer buildings will
have roofs of asphalt and gravel with a slope of + in.
in 1 ft. The floor of the main building is of wood.
To secure good light there is a large clear story, and
rough glass in the roof. The large doors are 12x17
ft. and this is standard size.
Power for this shop is provided by a 200 horse
power 20x42 in. Corliss engine with 1-5 ft. fly wheel
and a maximum speed of 70 revolutions per minute.
The engine is capable of doing much more than the
present work and was selected in view of the prob-
able extension of the shop. It is now running with
80 pounds steam and cuts off at 1-5. This engine
also runs an Edison dynamo of 1,000 lights of 16
candle power each. There is also an Armington &
Sims .50 horse power dynamo engine making 2-50 revo-
lutions per minute which runs two 2-50 light Edison
dynamos. The cylinder of this engine is 9ixl2 in.
There is a fly wheel on each side of the bed, from
which run the belts. The switch board is located
here and the wires are so arranged that either the
large or the two small dynamos can be used alone or
they can be used together.
The feature of the erecting shop is the great
electric traveling crane, of which we give an ill
tration (on page 187) made directlylfromaphotogra
taken while a test load of 60 tons of rails v
being raised. It travels the whole length
of the building, has a span of .5.5 ft., and in general
appearance looks like similar cranes run by wire-
rope and pulleys. The heavy iron I beams which carry
the 75 lb. rail on which the crane runs, are sup-
ported by wooden columns capped with iron. On
each side there are two 30 in. wheels which are
grooved to take the track. The two crane girders
are 4 ft. apart, stretched between the supporting
beams and united in the iron trucks which carry the
wheels. The two trolleys, weighing eight tons each,
run on a light track on the girders. There are flve
motors used, one for the crane, as a whole, and two
for each trolley. The oper,
from one end, and contains t
by means of a sliding copper
with the two copper wires fi
run on the inside of the b
wires run to the crane motor
tor's cage is suspended
e switch board, where
tube connection is made
om the dynamo, which
sam. From the board
and also a set of wires
for each trolley along the inside of the girders. The
motor, by means of the usual gear wheels, turns the
shaft which runs on the outside of the length of the
crane, and which by means of a pinion on each end,
turns a gear wheel on thte axle carrying the crane
wheels, thus giving the motion of the crane up and
down the shop. Each trolley works independently
of the other. There is a motor on the side of each
which runs the gear for the traveling motion. On
top are the motors for the raising or lowering of the
load. The brake is worked by means of a separate
small coil. The trolleys have two pair of 18 in.
wheels 5 ft. apart, and each carries two 2x3* ft.
drums which both wind or unwind simultaneously.
The fixed pulley is between the drums, and before
winding on, the chain passes three times between
this and the movable pulley carrying the load.
There are two brakes, one for safety in case the
other fails. On the motor shaft is a small pulley,
closed by a strap held by a spring. This spring
flies out and allows the shaft to turn, but closes
when the motion is stoppsd and holds the load there.
For the safety brake a cylinder containing a spring
works a ratchet brake in the same manner. The
whole thing is operated by five levers, one for each
motor, both motions of any part being accomplished
with one lever by moving it in opposite directions
from the center. A lever at center is in position of
"no motion,'' and the brakes are "on" tor this posi-
tion of the levers of the hoisting motors. Each mo-
tion is independent of the others, and thus either
trolley may be used or both be used together. The
crane gives no trouble, and is always ready for use. It
is rated at 40 ton capacity, but was tested by raising
a load of -50 ton of rails, and is used to lift engines
off their drivers. Its advantages in an erecting
shop are evident. It was built in Milwaukee, by
the Shaw Electric Crane Co., of that city.
The transfer table between the erecting and boiler
shops is also run by electricity, the wires entering
at the center of the pit, and running to each end be-
tween the two central tracks. The pit is 60x284 ft. and
contains S tracks spaced 8 ft. 2 in. apart. The table
is built on 15 in. I beams, and these are supported
by the running gear of 8 pair of 33 in. car wheels,
connected by 4 in. axles, with 4x8 in. journals. The
table is operated by a 15 horse power Brush motor
located inside the motor room. The table is made
to run either way by means of the same lever
by simply turning it in either direction from the cen-
ter. In case it is desired to do any hauling, there
is a windlass on the motor axle, and this can be used
by throwinp- the motor out of gear with the table,
leaving the latter stationary while the rope hauling
the load is wound up. The table works easily and
rapidly and will carry the largest engines. The dis-
tance between the pit and the shop on each side is
ample to allow of an engine standing there with the
doors open.
The main boiler room is 50 x 62 ft., and contains
three boilers of the locomotive type, having 67 in_
shells and a length of 26 ft. Each one has 78, 3i in'
x 15 ft. S in. tubes, and a straight fire-box 6 ft. x 7 ft
Steam is generally carried at 80 lbs. A space has
been left for a fourth boiler, when it may become
necessary. The main steam pipe is 8 in. diameter
and is carried overhead to the engine. A pipe also
runs underground in a brick conduit to the black-
smith shop connecting with the pipe from the boiler
in that shop, so that when the latter is not making
steam, owing to the large scrap furnace from which
it derives its heat not being in use, steam for this
building is obtained from the main boilers. This
nest of boilers furnishes the live steam for heating
the machine shop and office buildings. The pipes
conveying this steam are in packed brick conduits,
provided with suitable openings to facilitate repairs
in case of leaks. The conduit of the machine shop
also contains the compressed air pipe, the power
steam pipe to the erecting shop and return pipe
NOVEMBEB, 1890.
THERAILAVAY MASTER MECHANIC.
m
M I M
I
M
I'-' M m M Ml
^
U I _ liJGI^fa^ <]
fd "" ^
3 1^ ?
i 4
J; ^^!
Ppl?
L^^
40"
4'^
□1 ___ci.-..
t=ir1
" I
'6^
'(^
"(^^
D.
feri/
®
h
o
M
H
H
W
o
THE RAILWAY MASTER MECHANIC.
NOVKMBER, 1890.
CHEYENNE SHOPS, UNION PACIFIC RAILWAY— THE MACHINE SHOP.
from the latter, and also the return pipe from the
heating system. The steam for the erecting shop is
used for blowing out purposes, and for moving an
engine when desired without making a fire.
A sheet iron 3i ft. pipe from the boilers connects
on the outside with the brick stack, which is 125 ft.
high. The foundation of the stack rests on 81 piles,
and consists of 10 ft. of concrete, on top of which is 4
ft. of stone and the rest is brick. The stack is 15 ft.
square at the ground, and tapers to the top, which
ith iron. The inside diameter of the
stack is 6 ft. at the base and 4 ft. at the top. For 40
ft. the stack is lined with fire brick and the
pressed brick.
The feed water system for the boilers may be de-
scribed briefly as follows: There are two tanks, one
receiving the cold water from the city
also the exhaust steam and water from the heating
system. This is then pumped into the other tank,
where it is heated by exhaust steam from the en-
gine and forced into the boilers. If necessary, water
can be used direct from the city main by means of
injectors. The water is piped from the water works
on the stream above the city. In case of fire the
■ is forced into the mains by pumps, thus giv-
ing good force for throwing a stream. Water plugs
and hose reels are located about the shops.
In the boiler-room are five Westinghouse 8-inch
air pumps, with connections to a storage reservoir
and to convenient points about the shops and engine
pits for testing air brakes. It is also intended by
this air to run small portable engines to be used for
reaming, drilling, and tapping and to drive portable
cylinder boring, valve seat rotary planing and
crank-pin turning machines. This arrangement will
be exceedingly valuable in the erecting shop.
The large lavatory is next the boiler room and is
convenient to both the blacksmith and machine
shops.
The goneral'arrangement of tools and shafting in
the machine shop is well shown in our engraving.
Two tracks run through the building, with a track at
right angles through the center, turn-tables being
placed at the points of intersection. It will bo no-
ticed that all the larger wheel lathes, boring mills,
and wheel presses are adjacent to the track, so that
tbts heavy work eftn tje roUe4 tq or unloa^^d at the
machines, where there are suitable chain hoists for
lifting the piece into place.
The foreman's office is in the tool room. In and
about this room are located the special tool-finishing
machines. The well-known brass check system is
in vogue, each man depositing a check bearing his
number for each tool he takes out. The brass work
is done on the small lathes shown near the wall.
In the shop there are three large radial drill
presses, with arms 4, 5, and 7 feet, each run by a ver-
tical shaft. The hydraulic driving wheel press is
situated by the track near the center of the shop,
The pressure used is about sixty-live tons. Thirty-
five tons pressure is used for the car-wheel presses,
which are located near the door whose track leads
to the car shops.
The blacksmith shop is well equipped and is care-
fully planned for working with economy and is as
free from smoke as possible. The building is 80x
262 ft. This space is divided into two parts by a
brick wall and the smaller, which is 79 x 80 ft. in-
side, is the hammer shop. It is here that the scrap-
iron is melted and forged into slabs to be made over
into axles, Miller hooks, etc.
NOVEMBER: 1890.
THE RAILWAY MASTER MECHANIC.
CHEYENNE SHOPS-UXIO.V PACIFIC RAILVVAY-THE ELECTRIC TRAVELING CRANE.
The location of machines and equipmen'^
in this shop is very cleailj' shown in our
drawing. It will be noticed that the heavy
hammer and crane are conveniently near the
large scrap furnace. The larije punch and shear
is fitted with an individual enprine. The tool is
used largely to cut up scrap for the furnaces. The
former is a bending machine and very useful, espe-
cially in bending heavy work, such as arch bars.
A feature in boiler beating in this shop is that
the locomotive boiler is so setup that the gases from
the furnace pass through it and out the boiler stack.
The steam from this boiler goes to the hammers and
engines. It is met, as stated above, by a steam pipe
from the main boilers. By this arrangement steam
can always be had in case the furnace should be
stopped for a new lining, and consequently the boiler
be dead. The location of the 90 horse power double
cylinder engine, the shafting, machines and steel
blowers are shown in the drawing. Locomoti^^a^d
truck springs are made over, for which purpose the
heater and appliances are provided. The shop is
noticeably free from smoke and dirt and this is di-
rectly due to the system of exhaust pipes through
which the smoke from the forges is drawn off by two
Xo. vt exhaust fans. Over each fire is a hood attached
to a 12 in. pipe, and this pipe leads into the 16 in.
main pipe running to the fans, which draw up all
smoke and blow it out through the stack. Heavy
work is done in the west end of the shop where there
are two cranes and a 1,100 lb. hammei-.Ageis furnace
for generating the gas used for heating in removing
and setting driving wheel tires, is at preseiit in this
shop. The gasoline whioh is used is placed in a
small elevated reservoir, shown by the dotted lines.
From this an iron tube runs to the I'ctort where it is
volatilized and the gas piped off. From the present
location the gas has to be piped too far to where it
is used, near the machine shop, and for this reason
the generator is to be moved into the large boiler
room. For heating the tire an accurately fitting
iron frame of the usual form, perforated with small
holes for gas, is placed around the tire and the gas
lighted. This does the work quickly and is used
both in removing and setting tires.
The room on the left of this building is the tem-
porary office of the superintendent of the shops, Mr.
M. K. Bainum. This space will probably be used as
a brass foundry when the office building is completed
in December! The "A" trusses in this building are
20 ft. apart and the roof is the same as that
of the machine shop. The .window's are 4*xl4 ft.
The floor is cinder.
The boiler shop is on the opposite side of the
transfer table and is 1-52 x VH ft., with an annex
46x46 ft. which contains the engine and boiler room.
The engine is of 4-5 horse power, and is built on the
Corliss plan. Two locomotive boilers were fitted up
for this shop and furnish steam to heat the same. In
the engine room is a lathe used for making boiler-
; makers' tools. All tools are also kept here. One end
I of the room is partitioned olT and contains bath
I rooms for the men.
I The shop has three trucks and a capacity for nine
[ boilers. All the necessary machines for a well ap-
1 pointed shop have been placed herein. The plate
planer will take a 1.5 ft. sheet and the bending rolls
a 12 ft. sheet. With the Hue welding machine 200
flues can be turned out in 12 hours. Among other
fixtures are two hydi-aulic punches and three hoist-
ing machines. The roof of this building has "A"
trusses and it is made of asphalt and gravel. The
floor is cinder.
At the east of the group of new buildings nearing
completion is the wood working shop, 200x80 ft.,
which will contain about 20 machines, allowing any
kind of wood work to be done. The power rooms
are in the .10x79 ft. annex. The 20x42 in. Corliss
engine employed has tn 18 ft. fly wheel weighing
about 16,600 lbs. The three boilers are to be the
same as those in use in the machine shop. These
boilers will heat the buildings. East of the black-
smith shop is the stack, the same in size as the one
previously described. By means of a No. 60
double Sturtevant exhaust fan all the sawdust from
the shop is blown into the pit on the left of the
boiler room, where it will be used as fuel. Among
the large machines in the shop isa planing machine
to dress up to 2.5 ft. There are three lines of shaft-
ing. The trusses are of the Howe type, the upper
and lower chords running the entire length of the
building with counter bracing. The clear space
under trusses is 181 ft. high. The roof is asphalt
and gravel. There is a large, well lighted, clear
story over the entire building and power annex. A
dry kiln will be built near the wood-working shop.
It will be of brick and heated by steam. The lum-
ber for car work will be run in and left until seasoned.
The adjoining car erecting shop is a two-story
THE RAIL\VAY MASTER MECHANIC.
November, 1890.
buildin? iVoxTo ft. The lower room is l!i ft. deep
and the upper 1-5 ft. The roof is supported by 77
12 X 12 in. sticks which extend frona the ground
through the upper floor, . ofwhich they
are indirectly the means of support. Pieces
12x12 in. are fitted between the uprights and
held by angle irons; on these pieces rest the floor
joists. On the upper floor will be placed the benches
and light wood tools for framing and cabinet work.
The shop has a capacity for IS cars. The distance
between the track centers is 22 ft. At the south end
there will be a 6x10 ft. elevator, also a wheel lathe
and several smaller machines. Power is obtained
from the adjoining shop. The clear story extends
the entire length of the building.
On the west is the transfer table and next to that
the paint shop. The latter is 191x1-50 ft., with an
annex for storing paints, etc., which is 30x60 ft. with
a basement. The roof is supported by 72 12x12 in.
uprights. It is 22 ft. high in the clear. Particular
attention has been paid to the lighting of this shop.
The clear story extends the length of the roof, while
on each side are eight skylights 2.5.K8J ft. There are
nine tracks through the shop, each having a capacity
for two long or three short cars. The distance be-
tween track centres is 20 ft. The roof is the same as
the others. The floor is made of concrete.
The transfer table for the car shops is 300 x 60 ft.
It will be run in the same manner as the other, get-
ting its electricity from a dynamo in the new engine
It is proposed to place here the two small dyna-
mos—500 lights together— which are uow in the
main engine room. They will furnish electricity for
the transfer motor and light the paint, car, wood and
freight car shops. This change will be followed by
the placing of a 3,000 light dynamo in the main en-
gine room, which, together with the one of 1,000
ghts, will run the crane and table, and light all the
remaining shops and round houses, including the
offices and passenger station. The smaller dynamo
will be run by the 50 horse power engine. The wires
will be so arranged that in case of trouble, or when
desirable, electricity from one system can be used to
help the other.
The system of lighting is excellently well arranged,
especially for the workman at his machine. The
lamps are suspended from above and covered with
wire cages. The workman can move his lamp at
will and keep it on the woric, thus avoiding shad-
ows. The three-wire system is used.
The freight car repair shop is a building 202x71*
ft. It has two tracks which will holl cirht ccrs.
It has a board floor and an "A" trussed tin roof
similar to that over the machine shop. It is pro
posed to build near the shop in the future a large
repair shed which will cover four tracks. Near this
shop are tracks for light repairs, and for 200 bad
order cars. The lumber yard will be located at this
end of the grounds, and convenient to the wood-
working shop.
The copper and tin shop is of good size, and well
equipped for work. The old round-house has 20
stalls. Ten more were required and have been built.
Dotted lines show proposed extensions to be made
when more space becomes necessary. Both round-
houses are heated b\ steam from the boilers in the
boiler shop.
The new oil house is north of the ash pit.
It has a capacity of 16,000 gallons. The oil will be
stored in large tanks. The coal chute has 48 pockets,
which hold from five to six tons each.
A very neat building will be provided for the head-
quarters of the department. On the lower floor will
be the offices of Mr. Harvey Middleton, superintend-
ent motive power and machinery, and those of the
superintendent of the shops, Mr. M. K. Barnum.
The upper floor of the office building will be fitted
up for drawing.
The present small store house is one of the old
structures. It is possible that a larger one may be
built. In the absence of a foundry the necessary
castings are made at Omaha. A foundry may be put
up later on. A viaduct carrying a street car line
will span the works. The dotted additions to the
machine and paint shops indicate that extensions to
double the size may be made in the future, espe-
cially in the case of the former.
From the foregoing it will be seen that everything
has been done to make first-class shops, and that all
the agencies at command have been so employed as
to give the best results, with economy.
COMMUNICATIONS
High Boiler Presaures— Comment on "Plog Puller's" Letter. 1
To the Editor of the Railway Master .Mechanic: I
1 have been reading in the October number of your
paper "Mr. Puller's " idea of "high steam" in locomotive
practice. This is about what miglit be expected from one
who had spent his days of service on a "Plug Road,"
where there were not over two engines and a few cars,
! and where when the steam gauge showed ViU lbs., "all
j hands and the cook" became nervous. Things are differ-
ent on trunk lines of this country to-day, when the engi-
neers are told bj' the train dispatchers to "get there" re-
gardless of engine or coal. It is quite evident that Mr.
Puller is not up to the high standard of railroading as
practiced by our present management, with its officers who
are up in the "high science" of this present state of the
art. But I will say that I do not see that your editorial
comment on the subject was any nearer an answer than
Mr. Puller is up to the times.
If he could have seen some indicator cards taken from
an engine during a test a few months ago on one of our
leading trunk lines, and had he examined the full details
of coal burnt and water evaporated, he would have had
more reason to continue in bis "fogyisms." The engines
were doing a fast passenger service, and failed to evapor.
ate -1 uounds of water to one pound of high grade Cumber-
land coal. Don't you think that ought to furnish food for
reflection i
If Mr. Puller wants to know whether it is better or not
to exhaust steam at higher or lower pressure, I am afraid
that he will have to look around tor a few facts such only
as can be produced by the use of actual "tests." When you
say that engines should be cut off at the same point with
high as with low steam, .you will hardly satisfy some
folks, as there are yet those who honestly think that any
heat in excess of what is needed for a proper draught on
the fire is so much waste of what produces that heat. Of
drawn tightly together by screwing up the nuts on those
horizontal bolts, as tne latter pass through the castings, on
the outside of the transom, and these cannot be made to
approach each other on account of the vertical bolts, etc."
I wish to correct this statement, as the fact is, that due
provision is made for that very thing. The holes in the
column castings that the vertical bolts go through are
cored oval instead of round, and allow the columns each
to move in one quarter i^^) of an inch, which m ikes an al-
lowance of one-half (1.) an inch forshrinkage of the tim-
bers, and are drawn together by the horizontal rods. The
ng, but
thii
that is well to think of
exhaust volume. You
more & Ohio compound
wills
ith
outlet or nozzle than its competitor, the standard engine.
Is it not about time that some of us that know the tacts
about how much net saving there is in the use of ISO lbs.
of steam in a single expansion locomotive, should give facts
and prevent any more of the many who have not yet had
the chance to become educated up to our practice, from
still wandering around in the darkness of bygone days J
There are many good men who have spent the most of
their lives around the locomotive when its perfi
such that it required steam to follow more th
the stroke of piston when doing its regular wo
ader
sufficient cylinder power is obtained cutting off at one
quarter or one half stroke, will we not run against an iron
clad law of the Master Mechanics' Association about over
cylindering engines.! 1 do not think that it is possible for
us to be wrong in this advanced step which has been taken
in the practice of the locomotive in the past few years, but
I am somewhat doubtful as to how we shall explain all of
its beauties to such as w
for instance, Mr. Puller,
who hope you will take t
find
our travels occasionally.
There are more than one of them
ne to go into details s'lfficient to
make it so plain that one cannot have any doubt on this
matter. Why not go to some road where they formerly
ran under the old "fogy" way and of late have changed to
the most approved way (i. e. carrying high steam) and
find out what their performance sheets show now and then
and by so doing make your paper a light in the world of
darkness pertaining to this matter. Would not your edit-
orial have been more of a squelcher if you had stated what
was beitg done, in place of saying what ought to be done
in such cases '.
If you will show this matter up
you did the "Labor Organizations'
can read who runs.'" Trusting thi
whole duty. I am, as ever
1
■-::;^|:-:
*■■'-- !
_
V ■' '1
^/////!^
'. ;
1 ._
-i 1 - _
1 1
1 1
V I
1 the same manner
[ shall think that '
you will perform ,
SciE
[Brief (
V on the i
be found
edi
The Rock Island 60,000 Lb. Freight Trnck— A Correction.
CuicAGO, October 18, 1890.
To the Editor of the Railway Master Mechanic:
I notice in your comments on the 60,000 lb. freight car
truck, (C. K. I. & P. Ry.,) a cut of which was published
in the October number of the R.^ilw.iy Master Mecha.'cic,
that you say in relation to shrinkage of wood: "It would
seem that at this point due provision had not been
made for the shrinkage of the wood, for, as the transoms
and the Block between them shrink, the parts cannot be
holes in the lugs of columns are also cored oval to allow the
transom timbers to be kept t-ght on the castings on which
they rest. As these boles could not be shown on the small
drawing I sent you, I have taken the liberty to send you a
drawing of the column casting which shows the column
and lugs, and you will see at a glance that due provision
has been made for tightening when the timbers shrink.
Yours truly. B. K. Vekbryck,
General Master Car Builder, C. R. I. & P. Ry.
[We cheerfully give space to the above correction and
drawing. The detail now shown was not observable, as
Mr. Verbryck intimates, in the full drawing, and we re
gret that we were led into the error noticed.— Ed. 1
Notes from Brazil.
To the Editor of ihe Railway Master Mechanic:
I hand you herewith some further account of what I have
seen of Brazilian railroads, this time based upon observa-
tion in the state of Sao Paulo.
Sao Paulo, the capital of the *tate, and a city of 60,000
souls, has not the languid we-are-all-ricb-and-have-lots of
time-on-our-hands air that so impresses a stranger in and
THE RAILV/AY MASTER MECHANIC.
around Rio de Janeiro. Id Sao Paulo there is a brisk business
air, the streets are well paved, and there is plenty of
immigration to supplj- the naturally very deficient labor
market. Italian, Portuguese and German preponderate.
The city is elevated above a Burrounding plain, and is 73(J
meters above sea level. The air is bracing, but subject to
fogs.
In the state of Sao Paulo there are several important
systems of railroad, two of them, the Sao Paulo and the
Paulista are of the Brazilian wide gauge or ."> ft. 3 in.— the
same gauge as the Brazilian Central Railroad.
The Sao Paulo Railway extends from Santos, the seaport
of the state, over the Serra do Mar range of mountains to
the city of Sao Paulo, 70 kilometers, and on to Jundiahy,
60 kilometers northwest of Sao Paulo.
The grades through the Serra do Mar average about 10
per cent. As on this severe grade it is quite impossible to
work with ordinary engines on an ordinary rail and take
up any cars, the line is divided up into four inclined planes.
The trains ai-e operated by wire rope traction. Four power-
ful winding engines are employed, one engine at the head
of each incline. This portion of the road extends five
miles, and is with the exception of half a mile a succession
of cun-es, some being reverse curves. At one point the
line crosses a bridge that is SI feet higher at the north end
than at the south end.
Double ended wire cable is used in the inclines. The
train consists of no more than three cars (besides the
br.ike car) whether passenger or freight. Passing
switches are used to avoid double track. It was interest-
ing to note that they use three rails to save the rope cross-
ioi,' the track and to save double track.
Uq the curves the pulleys are al an angle of about 45
degrees. Experience has taught them the width of carrier
pulleys to use in different situations. A certain amount of
rubbing of c-ible on the rail is unavoidable, as the train
starts. As cables last about two years they do good serv-
ice. A six car passenger train arriving at the foot of the
first incline is divided in two sections, and the brake car is
attached at the head end (the locomotive being detached. i
The fii-st section is then hauled up, the second section wai^
ing until three cars of a south-bound train descetding the
sa:ne incline bring to it the other end of the cable. The
secjnd section ascending meets a descending section of a
south-bound train on the incline, in its turn. Arrived at
the head of the first incline, the cable of the second in-
cline is attached to the brake car; and so on until the four
inclines are surmounted, the passenger train remaining
divided in sections of three cars each until the four inclines
are ascended. The same brake car remains attached t
each section.
A heavy chain is passed around the three cars of each
section carrying irons being attached at the bottom of the
bodies on the sides to support it. Each end of this chain
is attached to the brake car. This is the safely chain on
the inclines. The heavy chain is passed round the cars
to prevent any danger of breaking in two if the grip were
applied too suddenly in descending the grade.
The brake car is a short four wheeled car. with a very
powerful rail grip between the wheels, one on either side.
Each grip is worked simultaneously with its fellow by two
right and left-hand screws on the same horizontal shaft.
The rail grio is applied al the head of each incline, while
the cables are being changed. The head of each incline is
on a sufficient grade to start the trains by gravity In de-
scending the grade.
A copper w.^-e extends from each winding station to the
fool of its ow n incline by the side of the track. A copper
bar is hung on the side of each brake car. This bar can
be swung out for one end to rest on the copper wire. With
this arrangement an electric circuit to a bell in the engine
room can be opened and closed by actuating a foot pedal,
and the desired signals given of " stop," "back up," etc.,
in case of troubleonthe incline. Two men ride on each
brake car. one at the grip wheel and lever, the other at the
band-brakes, the latter also working the pedal for signals.
The hand-brakes are applied just before the grip at the
head of each incline.
The way the four inclines are worked is admirable, the
traffic being moved like clock work. The inclines are
worked with Brazilian labor under Mr. Prescott, an Eng-
lishman, who superintends operations on the grade. The
rise of the Serra is from VJ m. 7 c. at the foot above sea
Great difficulties with land slides have been overcome.
The mountain sides being boulder clay and sand, the track
has been carried bodily away with the side of the moun-
tain. These troubles have been met by building up solidly,
using exactly the right amount of ballast, tapping the water
springs and leading the water off in drains before it per-
colates the banks and weakens them, and by using sub
draining to a great depth.
The management claim it is better to work the grade in
this laborious manner with cable than run longer and
easier grades. This is partly on account of the greater
\M^
cw\
mw.^
p\tM
SIDE AND MALM RODS OF THE STRONt: LOCOMOTIVJ
length of track that would be exposed to slides were the
latter policy followed. As the company is prosperous, pay-
ing 15 per cent, and making a present of $1.5,000 to the em-
ployes last year, it does seem to pa.y. A government con-
cession prevents close competition.
The rolling stock on this road is, with the exception of
some new passenger cars, all of English build. The cars
are mostly of the inside cylinder type. The favorite
engine seems to be a Sharp, Stewart & Co. locomotive,
with side tanks. This eneine is run backwards, the pilot
being at the rear end. It has a full truck under the foot
plate. I asked a Brazilian engineer if he liked his engine;
his reply was, '-very well, but I much prefer an American
engine with a tender.''
The passenger cars are English- American ; that is, they
are on two four wheel trucks, with an interior designed
after American ideas as to seating, but with side doors and
no end platforms. The English screw couplings are used.
The company now build their passenger cars, framing with
peroba, a handsome Brazilian wood; but the interior and
exterior finish in imported teak.
The freight cars, as is the case on nearly all English
roads in Brazil, are the four wheel English "wagons," but
double truck freight cars are being built for the company.
Cornwall.
How the Baldwin Compound Looks.
New Yoke, October aviSOO.
To the Editor of The Railway Master Mechanic :
I recently had an opportunity of examining the Baldwin
four-cylinder compound locomotive of the Baltimore & Ohio
Railroad, as she was being cleaned at Riverside round-
house, Baltimore. The guides and crossheads are very
much'worn, and the fireman informed me that the cutting
and\eating of these parts still continues.
Liners of a white metal very much resembling block tin
are used on the crosshea«ds. and these are badly worn —
more at the ends thj^at the center of the length of the
crossheads, as was to be eipected from the arrangement of
the cylinders, pistons, etc. The whole engine presents the
appearance of having been in hard sen-ice. the paint being
knocked off the drivers and the front of the smoke arch
being cracked.
I thought that the above might be of interest to you, in
view of the report of performance of this engine recently
published by the Baldwin Locomotive Works, which stated
that she fulfilled all the necessary conditions of a success-
ful locomotive. Motive Power.
It i^ sometimes more interesting to examine the
details of some comparatively old construction which
has given highly satisfactory resuks in service,
where new constructions or parts have not been sat-
isfactory, than it is to examine something entirely
new. It is for this reason that we present this month
drawings of the side and main rods of the Strong
locomotive "Darwin,"" which have given highly sat-
isfactory results in a rather prolonged service, and
which may be said to be of a really good design for
fast work. The drawings themselves give all the
needed information as to the design of these rods.
The main points of interest may be said to be the
large bearing surfaces, and the fact that the side
rods are symmetrical, the top and bottom being
alike in outline. We may also direct attention to
the set screw bearing on the key of the front end of
the main rod. This screw is used because the
brasses in this style of I'od end have a curious tend-
ency to key themselves up to such an extent as to
bind on the wrist pin and cause heating. These rods
have given good results in the past in heavy passen-
ger service. The engine to which they are fitted has
19x24 in. cylinders, 6S in. drivers, carrying about
76,000 lbs. (to the four wheels), and 17.5 lbs. boiler
The Economy of Heating Cars by Steam.
From an interesting paper on steam heating, de-
livered by Mr. J. H. Sewall, November 3, at Horton,
Kan., before a meeting of the trainmen of the Chi-
cago, Rock Island & Pacific and connecting lines, we
extract the following timely information concerning
the relative cost of heating cars by steam from the
locomotive and by coal burned in heaters.
The economy of fuel is governed by the cost of
coal, which differs greatly 'in different localities. On
this division of your road (C. R. I. & P.) the cost of
hard coal as burned in the stoves and heaters in cars
is about 200 per cent, more than the cost of soft coal
that is consumed on the locomotive.
The amount of condensation indicates the amount
of fuel used. It has been demonstrated by tests that
a steam heated car will condense about 6.5 lbs. of
water per hour. And if one pound of soft coal will
evaporate five pounds of water, it is evident that 13
lbs. of soft coal have been expended per car per hour.
Assuming that soft coal costs you here on the ten-
der, $2-00 per ton, then the 13 lbs. would cost 1-3
cents for one car for one hour, and for 24 hours, 31-2
cents, and as cars equipped with any hot water de-
vice in which the water is healed by fire require
that fire should be kept in the car for a day of 24
hours if the cars are in service, in order to prevent
freezing, it is no more than fair to make a compari-
son between fire and steam for a day of 24 hours. We
have assumed that the coal burned on the locomo-
tive costs •*2-00 per ton. The hard coal burned in
the stoves and heaters costs the Chicago, Rock Is-
land & Pacific Railroad Co., at Colorado Springs,
104 per cent, more, and at Kansas City 211 per cent,
more, than soft coal, and as the difference in price is
all we want to make the comparison, we will in this
ratio assume that the coal burned in the car costs at
Colorado Springs *408, and at Kansas City, $6-22
per ton. In order to make a correct estimate of sav-
ing at these two points, we will take the results of
the tests made by the C. B. & Q. as to the amount of
hard coal required to heat a car tor a day of 24
hours with stoves. This was found to be 20(i lbs. of
anthracite. At Colorado Springs hard coal costs,
we assume, $4'0S per ton, or 408 cents for 200 lbs. for
one car one day, as against 312 cents per car per
day when heated by steam. This small saving is at-
tributable to the fact that your hard coal is mined
in the vicinity of Colorado .Springs, and is remark-
ably cheap, while the soft coal, being mined in the
east, is much higher relatively in price.
But at Kansas City there is a saving of 31 cents
per car per day, as hard coal at that point, costs, we
assumed, *6-22 per ton, or 62-2 cents per 2(X) lbs., as
against 31 2 cents for soft coal burned on the loco-
motive at *2'00 per ton. In this relation it may be
well lo refer to a paper read before the Western
Railway Club during the month of March, lti«7,
published in the R.\il\vav M.nsteh .Mechanic of
THE RAILW^AY MASTER MECHANIC
November, 1890
SIDE AND MAIN RODS OF THE STRONG LOCOMOTIVE DARWIN
April, 1SS7. by V
quote as follows:
The expense wbich some of
caused the companies in los:
amounted to S3U,UO0 or -SM.OOtl, \
for loss of life; and the whole :
accidents would no doubt be su
road with a complete system of
Forsyth of the C.
t the high prices c
ecent accidents have
property alone has
It paying the damage
St in any one of these
X to equip almost any
' - "ngby '■ -
charged for i
from
1 give a few tigui
tinuous method.
Continuous heating is reall.i
matter of economy of fuel. ♦ ♦ ♦ • ♦ There is very
little data to show how much the stoves or heaters require.
I have endeavored to get a figure for the continuous sys-
tem, and I have some ligures obtained by our own 'experi-
ments last year with the different forms of hot water and
rsts we made on our own road, and I
I based upon that data. *****
I found as the result of extended tests 'that the Searle,
Baker and Westinghouse heaters used on an average about
'.iOO lbs. of anthracite coal per car per day, some of them
use even more that. *****! find on our Chicago
division that we have shout tiv£ trains a day which aver-
age ten cars each, and a number of other trains which
malce the equivalent of 1.5 ten-car trains per day. I found
the entire amount of anthracite coal used during a winter
of 150 days would be 2,230 tons, which at ?« a ton would
cost *13,.V)U. That is an item tor the stoves. Now we want
to figure to get the amount of fuel required by the con-
tinuous heating method. The one figure which we need in
making any calculaiton about using steam from the locomo-
tive for healing cars is the amount of water which will be
condensed by the radiators in each car per hour. * * *
I take as an average for cold weather 50 lbs. of water per
car per hour.
There is no doubt that Mr. Forsyth's estimate was
low. By tests that have been made by the company
which I represent, we find that an average of 6n lbs.
per car per houf is right. This average is based on
an average temperature at an average pressure with
one square foot of heating surface to 2-5 cubic feet of
space in carlo be heated, Mr. Forsyth further says:
On a oasis of .50 lbs. per car per hour, how much coal will
it take to evaporate this water; With our poor Iowa and
Illinois coal, I take as low as 5 lbs. of water per pound of
coal, so that it will require 10 lbs. coal burned in the loco-
motive to heat each car. For a train of 10 cars it would re-
quire 100 lbs. of coal. For the 15 lOcar trains per day for
150 days, as before, it would give 1,135 tons, which, at say
.?J a ton, would amount to t3,250. Deduct this from the ex-
pense of «13,.500 arrived at in the cost of the stoves and we
have a saving of $11,250 in fuel on one division in ona
winter. Then to bum this additional amount of coal— 100
lbs. per hour— how much additional heating surface do we
require! With our ordinary IS sq. ft. grate engines we can
easily bum 100 lbs. of coal per square foot of grate per hour,
and I have known this figure on one road to be as high as
165 lbs. ; but calculating 100 lbs. per hour, per square foot
of grate, our additional lOO lbs. of coal would simply re-
quire one additional square foot of grate surface, and if we
take 50 sq. ft. of heating surface to 1 sq. ft. of grate, and
take a 3 in. tube 11 ft. long as having 6 sq. ft. of heating
surface, we would require about eight additional tubes, so
that for heating a 10-car train we would require on a loco-
motive one additional square foot of grate surface and 50
additional square feet of heating surface, which latter is
represented by eight 2 in. tubes of the ordinary length. An
ordinary scoop full ol coal weighs about 20 lbs., so that the
fireman would only be required to put in half a scoop full
for each car or five additional scoop fulls per hour for the
heating alone. On local trains having only five cars this
amount would be only half as much, and there are plenty
of our locomotives which have a sufficient capacity forthat.
* * * * * The other objection— terror of scalding from
these steam pipes— is one that was very well explained by
our secretary at the last meeting. This terror has come
from that form of accidents in which the . engine has
plunged into the car, and the passengers have been scalded
by the steam rushing from a large reservoir of hot water in
the locomotive boiler. But in the case of steam pipes no
such thing exists, as any one who is familiar with the
matter will see that the pressure is immediately reduced as
soon as the pipe breaks, and there is no danger whatever
from that source.
Our readers will be interested in the Harris pala-
tial car, which was recently built tor the company
bearing that name, by The Wason Manufacturing
Co. of Springtield, Mass. This car, the first of its
class, has been on exhibition in New England during
the past month, and will, we believe, be shortly
taken to the leading railway ceuters'of the country
for the inspection of railway men. The essential
feature of the car is the storing of the berths below
the floor line of tlie car. Both upper and lower
berths are kept during the day in dust tight pockets |
beneath the car. They are raised easily by the por- '
ter with a wrench which operates a rack and pinion'
arrangement. Trap doors, which in the day cover
the pockets containing the berths, are raised up to
form the berth heads. When the berths are raised
the furniture of the car is placed in these pockets'
and kept there during the night. The car on ex-
hibition is a combination sleeping, pai-lor and dining
car, being admirably fitted up with well arranged
kitchen. There are many admirable details of con-
venience and comfort in the car of which we speak,
concerning which we hope to have more to say at a
future date. The absence of the overhanging berths
met with in the ordinary forms of sleeping cars re-
sults in a very light and airy appearance of the in-
terior of the car. The storing of so much of the
weight of the car below the line of the sills makes
the car ride very easily and smoothly, this feature
being essentially noticeable in rounding sharp curves.
Expiring Hallway Patents, November, 1890.
Car axle, G. W. Miltimore, 144,347.
Car brake, Warwick & Duggan, 144,240.
Car coupling, W. B. Snedaker, 144,2;b.
Car replacer, J. G. Burkbardt, 144,1SS.
Car wheel, G. Elmslie, 144,195.
Locomotive, J. S. French, 144,271.
Switch, H. H. Potter, 144,234.
Snow-plow, C L. Wood, 144,377.
Steam brake, N. Nilson, 144,410.
Railway switch, J. B. Alexander, 144,370.
Safety platform for railway cars, LC. Strode, 144,SI
Car spring, E. T. Bussell, 144.K00.
Dumping car, Elliott, Harrington & Davenport, 14
Rail fastening, A. M. Rouse, 145,015.
Self-closing switch, Hubbell & Gregory, 144,84S.
The committees appointed by the Master Me-
chanics' and Master Car Builders' Associations to
confer with each other on the advisability of reduc-
ing the time between the two conventions will meet
at Buffalo November 26,
The engine men on the Big Four road are much
pleased with a ventilator put in the roof of the cab
of several engines recently repaired at the Bright-
wood shops. They find that it adds decidedly to
their comfort. The ventilator consists simply of a
small monitor roof.
THK RAIL^VAY MASTER MECHANIC.
RECENT lUFBOVEMENTS IN THE AIB BRAKE.*
To make recent improvements in air brakes reasonably
plain it is necessary to refer w the construction of the
earlier forms, upon which experience indicated improve-
ments were to be desired. As a starting point, I will pre-
sume that vou are familiar with what is known as the
straif^ht air brake, and also that you are aware that one of
its limitations was that it could only be operated from the
locomotive, and upon such a portion of the train as was
actual connection with the locomotive by means of pipes
and couplings.
As many passenger trains were coupled by link and pin,
it was desirable that some method should be provided
whereby brakes could be applied to the rear part of a train
in the event of its separation. This led to the placing of a
reservoir on the last car which could be charged with air
before the train left the terminal station. Then, if desired,
brakes could be applied to the entire train or to the rear
portion of it, if it became detached. In some instances the
actuating cock was connected by a cord to the front portion
of the train, so that it might be operated by the stretching
of the cord and the brakes applied when the train separat-
ed. This particular arrangement was never used in this
country, but was extensively tried by our company in
England, and while it provided for certain contingencies,
it was simply the prelude to a much greater advacce in the
art of braking, that circumstances were rapidly demand-
ing.
The placing of a reservoir on the rear portion of a train
indicated that a similar plan was desirable on every car;
meP'is could be devised whereby these reservoirs could be
supplied from the locomotive and communication estab-
lished between them and the cylinders at will. The in-
vention of the triple valve furnished the mechanism to
comnlete an efficient brake that provided for the require-
ments that experience with the straight air brake had in-
indicated as essential or the safe runnig of passenger
trains. With its aid all the advantages of independent
reservoirs and cylinders placed upon each car were had,
and in addition thereto, the important funciion of so called
automatic action under certain contingencies. This valve
has been regarded as asomewhat complex piece of mechan
ism, but it is nothing more than a three way cock whereby
communication is made from the auxiliary reservoir to the
brake cylinder for the application of brakes, and then from
ihe cylinder to the atmosphere for the purpose of release.
In performing this work the piston of the triple valve
moves Ihe slide valve or three way cock on his engine. To
apply the brakes the piston of the triple valve is moved by
reducing the pressure in the train line pipe. In moving it
carries with it the slide valve, and so opens communication
between ihe auxiliary reservoir and brake cylinder. To
release brakes the pressure is again restored' in the train
pipe, which causes the piston and slide valve to move to
their former position, and a port is opened leading from
the cylinder to the atmosphere, and at the same time com-
munication is established between the train line pipe and
auxiliary reservoir, for the purpose of restoring the air
that has been used in the application of the brakes. It
will be apparent that any reduction of pressure in the train
line pipe tends to apply brakes, and an increase of pressure
operated to release them.
Besides minor features of advantage the automatic sys-
tem furnished two distinct and important advances in the
Hftof braking: First, the time of application was much
reiluced, because the amount of air to be moved was but
comparatively small, being that contained in the main
pipes and triple valves, whereas, with the straight air
brake, the entire quantity necessary to fill the cylinders
was required to pass through comparatively small pipes
throughout the entire length of the train. On a train of
ten cars, the full application of the brakes was reduced
from 25 seconds to about 8 seconds. The degree of benefit
is easily understood, when it is taken into account that a
t rain moving at the rate of 40 miles per hour will pass over
tW feet in a second. The second point of advantage, and in
many respects the more important one, is automatic action,
by means of which the brakes are applied when the pres-
sure from the main line of pipe is removed, by accident as
well as design. Another feature of great value, so far as
regards tho efficient maintenance of brakes is that, as air
Eressure is constantly upon the train pipes, except when
rakes are fully applied, it necessitates the making of
light joints, and a general inspection that was not given
when the straight air system was in use. Force of circum-
stances some years ago made it advisable that certain lines
of r-iilroad in the western country should provide power
brakes for freight trains, and as the method of coupling
cars together in this service is much less secure than in
passeuger trains, the necessity for automatic brakes was
obvious. Many cars were fitted with a design specially-
made for the purpose, which is not different from that used .
on passenger trains in principle, but slightly different in
form. These brakes operate in all respects 'as those on
imssenger trains, and have given good general satisfaction.
The trains, however, were not of great length, and no
special features were developed by that experience. Com
parative success in what bad been regarded by many as a
doubtful ex|)eriment. created sufficient interest in the sub-
ject to lead the Master Car Builders Association to appoint
a committee, which was authorized to make tests of various
exisiiug brakes for the purpose of determining whether
any of them were suited to the requirements of freight
traffic throughout the entire country. The experience of
the western lines was held to be important but not conclu-
sive on some essential |x>ints, and as success in operating
brakes upon freight trains is dependent upon uniformity
wisest and most i
vesiipalioiis that
with a determina
dependent upon i
struction, it was manifestly
illigently conceived and executed
IS ever been conductt-d
I of practical standards in railway de-
•A paper r^ad by H. H. Westlnghouse, gciii
Westinghuuse Air Hmke Company, Ix-fure tho Auit^nuan oo-
otety of Uailroad Sap^rlnteodentA, at New Tork. Oou 7.. UMi.
upon trains of great length none o
was adequate to the work to be di
brakes which had performed very well on short trail
rendered entirely inoperative when tested under the pre-
scribed conditions. So far as concerned the operation of
air brakes, the fact that the movement of air in the pipes
was not instantaneous, became more than ever apparent,
and the resulting troubles were of a very serious nature.
The brakes not being applied simultaneously on all cars of
the train caused the front portion to be retarded to such an
extent that there was practically a collision between it and
the rear portion. The time of application of the rear of a
train of 50 cars was ISseconds, and as the train was brought
to a complete standstill in about 15 seconds, when moving
at the rate of 20 miles per hour, it seemed desirable that
some quicker mode of operation should be devised or else
the brakes on the rear end of a train altogether omitted as
being an expensive adornment. These results were sur-
prising to nearly all connected with the trials, and it was
deemed expedient that further tests should be made, based
upon the experience had in the first attempt.
The problem was fairly presented, and experiments were
at once commenced, having for their object the application
of the brakes sufficiently simultaneous throughout a train
of fifty cars to overcome the difficulties developed by the
tests. Something was gained by the enlargement of the
train pipe, but as it also increased the quantity of air to be
moved possibilities in this direction were soon exhausted.
Experiments already made in train air signaling demon-
strated that the flow of the air in pipes 11 very limited
quantities is at the rate of about 1,000 feet per second, and
that the cause of the great time required to apply brakes
by the straight air system was due to the excessive friction
of the large quantity of air that was necessary to be moved.
The light pulsations that will operate the delicate signaling
valve were not sufficient or of a kind that could be used in
operating the stronger and less sensitive triple valve, and
It therefore seemed necessary that some plan should be
arranged whereby instead of reducing the pressure in the
train pipe at one point only, and that at the extreme end,
upon the locomotive, a plan should be provided which
should admit of local and frequent simultaneous reduction
on various portions of the train. To demonstrate the cor-
rectness of this presumption discharge valves were made
after the form of the signaling valve, and placed in vari-
ous portions of the train, with the desired result, so far as
time of application was concerned, but having the objec-
tion of too sensitive action and delicate construction.
It still possessed some undeveloped virtues. As yoti
no doubt aware, it performs all operations of moderate
?rvice application, release and recharging of auxiliary
with but a portion of its piston movement. The
Dnal or entire travel is only used when full application is
required, and it was discovered that this complete and final
movement could be utilized to open a communication di-
rectly from the train pine totheatmosubpre, and thus prac-
tically make a discharge of air on every car instead of
causing it to make the long transit to, and out at, the loco-
motive. This effected a reduction in the time of applica-
tion of the brakes on a train of 50 cars, from 18 to 3 sec-
onds. By further experiments, it was found that, instead
of discharging the air from the train line into the atmos-
phere, it was entirely practicable and highly beneficial to
utilize it in the cylinder to augment and assist the pressure
from the auxiliary reservoir. The changes that were
necessary to construct the quick action brake were addi-
tions, and no modification was made in the action of the
triple valve, except on the sudden or emergency applica-
tion, and it is only on such occasions that the added mech-
anism is called upon to operate.
Frequent reference has been made to the friction of air
a pipes, and by the explanation of the quick acting triple
alve, I have tried to make clear that its effect is practic-
ally nullified so far as relates to the promptness of the ap-
brakes when used in emergencies; but for
ihe purpose of graduating the brake, it is still necessary
the air from the train pipe in the usual manner.
The effect of resistance to the movement of air in the
train pipe by friction is not merely that it causes the action
* the brakes to be less prompt than is desirable in emer-
ncy applications, but it is the source of about all of what
known in general terms as the bad handling or manipu-
lation of brakes. When brakes are applied uniformly to
every car throughout the train, the effect is the best that
be produced, but when the braking force on the sepa-
portions of the train is different, it sets up internal
strains between the several cars, and these strains are the
ie of the shocks and jerks that are so injurious and un
fortable. The chief source of unequal braking pres-
! is the discharge of air from the forward porilon of the
Q ata greater rate than it can be conveyed by the train
pipe from the rear portion. This lowers the pres^rWin
below that which exists in the rear portion, as a con-
sequence applyiag the front brak^iWwith -<« greater force,
and creating,conditions identical* }vith those that the Bur-
"ngton experiments demonstrated as so objectionable. The
tendency to open the discharge valve too great an amount,
usually accompanied by the bad habit of operating it too
quickly, both in opening and closing. When the cock is
suddenly cldsed, the momentum of the moving air in the
rain pipe will cause a rise of pressure in the front portion
f the tram, which frequently releases a number of the
front brakes in the same manner as if air had been admitted
3 the train pipe from the main reservoir. A stretching
f the train takes place due to the factthat the front brakes
re released while those upon the rear imrtion are set with
considerable force, thus creating a liability of train separa-
Effects of this kind are much more noticeable in long
loosely coupled trains, aud have not been seriously re-
marked in the handling of ordinary passunger trains, .'or
they arc relatively short and usually con-
nected with but little lost motion. It is clearly possible to
d producing this uncomfortable and dangerous action
by careful operation of the engineer's valve, but anyone
having experience in locomotive running is well aware that
lation of appliances of this kind, parlicularL
most important conditions, which is the length of a train,
very apt to be changed from day to day. The attempt to
iet the requirements has therefor© resulted in bringing
t what U koowQ u th^ eDfciador>s etiuaUziug brake
Its
ruction is si
isiinct modes of application,
r general application which requir.
provides for two
im is the service
small, moderate
and uniform reduction of pressure, and the other is the
emergency application, which demands a sharp, instantane-
ous and considerable discharge of air. For service appli-
cations, the discharge port is restricted in size so that the
flow of air will never be so gre^t as to sensibly reduce the
pressure in the front portion of the train faster
than is done at the rear, and this con-
struction prevents the uneven action before referred to.
The length of time that this discharge port is open, depends
upon the amount of air to be removed, which is of course in
proportion to the number of cars in the train, and were it to
be operated by direct movement of a valve handle, it would
be necessary for the engineer to delay closing the valve un-
til the proper reduction had been made. In a train of con-
siderable length, this is a very long period, and would re-
quire more attention than it is desirable to give. The
length of time that this discharge is continued is therefore
automatically provided for in the following manner: The
valve that controls this opening is attached to a piston,
similar to the triple valve piston, having the air pressure
alikeon both sides. When it is desired to applythe brakes,
communication is closed between the two sides of the pis-
ton, and the desired amount of air is removed from the
upper side. The excess of pressure underneath raises the
piston, which carries the valve with it, permitting the dis-
charge of the train line pressure into the atmosphere.
When this pres|^re has fallen to an amount equal to that
exhausted above the piston, the valve returns to its seat,
and prevents further discharge of air. The only duty of
the engineer is to reduce the pressure above the pision'the
desired amount, and as the volume of air to be exhausUid
to perform this is contained in less than one cubic foot of
space, it is practically instantaneous. There is every indi-
cation that this device entirely provides for one of the mo»t
serious troubles that has heretofore existed in the satisfac-
tory and delicate manipulation of brakes, particularly upon
freight trains, and on long grades. The method of jptri-
tion for making an emergency application is to pushthi
iof
ected directly with ihe t
of the valve aud piston used for
graduated braking.
A summary of distinct advances that have been made in
airbrake mechanism recently are: First— The moditica-
tijn of the triple valve whereby the application of brakes
on the rear of a train of 50 cars has been reduced from IS to
2 seconds in emergency applications, and an augmentation
of the power of the brake for this service of 20 per cent,
in excess of what can be had for service applications.
Second— An arrangement of an engineer's valve that auto-
maticaUy provides for a rate of discharge for service applh
cations, that will give practically uniform braking through
out the entire length of long trains. IncidenUlly, manv
details of construction have been beneficially changed, and
more sensitive action is now had from the triple
than was possible in its earlier forms. The use of
. pressure retaining valve upon heavy
The result of these char.ges, stated in reasonably exact
terms, will amount to an increase in efficiency of about 25
per cent, when all equipment is fitted with the new con-
struction. The percentage of gain is of course greater on
long trains than on short ones. In the presence of the fact
thai more than 5U,UUU of the new brakes are now in daily
use, running in regular inierchange with cars fitted with
the old form, it is hardly necessary to stale that the im-
provements have all been made with a thorough apprecia
tion that nothing must be introduced that would nullify or
Iter fere i
i proper performance of brakes already in
! prio-
general way I have attempted to in
ciples that are involved in the air brake as at present t
structed, and at the same time give some idea of the method
and circumstances which led to the various changes. View
iug the question from this standpoint, there ai-e certain
features connected with this development that are worthy
of consideration, and if fully appreciated should lead Iw
constantly increasing benefits. It has been frequently
urged against the brake mechanism that it is too compli-
cated. This statement will probably be true when some
*"orm that is more simple and equally efficient is devised.
If simplicity of construction and manipulation were the ob
jects most desired, it was bet*er attained with the straight
air system than with any of the succeeding forms, and it is
not probable that anything more complicated would
have received consideration by railroad managers.
The mechanism which ii supplanted was of the crudest
form. The duties of the engineer were already considered
to be sufficient, and nothing short of a device that would
largely work itself would have been considered
ble at the early stages of its introduction. It was i
edly fortunate for the future of iwwer brakes, that tho
straight air system was first introduced. Succeeding
limplification, be-
hanges have not been in the direction (
ause obvious requirements have made necessary the use
f devices that would perform more important work, and
^hiie in the interest of simplicilyj these modifia*lions arc
0 be regretted, yet the question is one that can only be
onsidered from the standpoint that the value of results
ustifies tne means employed. I am sure that your interest
II the brake question does not cease at this poini, for the
eason that the descended mechanism is oniv one of tho
leans to a desired end, and that, after all, the final result
of controlling and and overcoming the spejd of trains is
hat in which you have the grealewt interest. Ah I have
iaid, the brake mechanism is but one of the elements in so
:uring good train stopping, and it is the one for which our
company is largely responsible. The way in which this ap
paratus is applied and connected to the brake shoes, and
T in which luis combination of devices is oper-
ated, is largely outside of our jurisdiciion and control. I
0 not doubt that you will agree with me that a failure in
ny one of these elements will constitute a general failure
t the attempt to properly control speeds.
While we do not claim perfection in design or construe-
on for our apparatus, observation has maue it perfectly
tain that many diftlcuUies and many apparent failures
ave resulied from oUier defevu than those for which we
THE RAIL^WAY MASTER MECHANIC.
November, 1890.
can be held strictly responsible. To illustrate: As you
know, there is a practical limit to the travel of the piston
of the brake cylinder. If the brake connections are of a
kind that will permit this entire travel to be c-ompleted
without bringing the shoes against the wheel, no beneficial
result will be had, although the actuating mechanism may
be actually perfect. The condition of brake rigging when
power brakes were first applied, was of a kind fa'rly suit-
able to hand brakes. So long as the rods, levers and beams
did not actually break, the hand wheel could absorb all of
the lost motion due to bad connections.
all reasonable
ingoi
limit to the amount of chain
1 he hand brake staff. The weight
We have
whose duty it was to examine brakes c
lines between New York and f:hicago
at a point near Chicago, and his
ntly, received but little attention, and
I he weak and imperfect form of bi*ake gear that existed
many years ago has, in too many instances, been perpetua-
ted. The practical result has been as indicated, that fre-
quently, the pistons travel their entire stroke without ac-
complishing useful work. Many of you are probably aware
that this state of affairs exists to some degree, but I do not
you appreciate the extent of it.
■i ; „; — .K„ «« — ^ Qf an inspector,
one of the through
He was stationed
^ _ , . ation revealed that
trains starting from New York with brakes presumably in
good condition, arrived at the point of inspection with an
average of le.ss than one-half of them in shape to do any
work, on account of too great piston travel. This report
extended over a period of nearly two years, and the instan-
ces were so uniform and regular as to show that it was not
an occasional lack of proper inspection, but a generally in-
adequate brake gear. Undoubtedly, more frequent inspec-
tion, and a proper adjustment of levers would have reduced
the number of defective brakes considerably, but I do not re-
gard this as a proper remedy. With levers, rods and beams
sulliciently strong, the travel of the piston is enough to
oirapensate for the ordinary wear of brake shoes for a
ri.uud trip betweeu New York and Chicago, without the
necessity of an intermediate adjustment or inspection, and
it seems a much more rational and economical method to
furnish the proper construction than to attempt to maintain
a system of local insp<>ction to provide for originally de-
fective construction. The fact that inspectors are regu
larly required at other than prircipal terminal points is an
evidence against the manner in which brakes are applied
to rolling stock.
I do not believe that you can overestimate the value of
the iwint that is now brought to your notice. The one
authentic instance quoted indicates a loss of efflcieocy that
is considerably greater in extent than the atnount we have
gained by the invention of the quick action brake. A con-
servative estimate based upon the reports of our inspectors
who regularly visit all users of power brakes in the United
Slates, leads me to believe that one year ago, the direct re-
sult of inferior brake gear was to reduce the efficiency of
power brakes no less than :«l per cent. It is a matter of ex-
treme gratification that I am able to say that a great
change for the better has taken place within the time men-
tioned, and there is every indication that such a regrettable
state of affairs will not be continued by those in charge of
this portion of railway management, who are intelligently
interested in the success of the corporations with which
they are connected. One other point in this immediate
connection should not b3 omitted. The absence of brakes
upon locomotives and upon the middle pair of wheels of
cars having six wheel trucks, is a definite and determin-
able reduction in the power of brakes to stop trains. It
sometimes amounts to a decreased efficiency of 20 or ;iO per
cent., and I suppose that you can imagine that this loss,
combined with the one due to poor brake gear, leaves but
very little for use in cases of emergency. Unfortunately,
such conditions are not what may be, but what have actr
ually existed, and in too many instances, with disastrous
re«ults. I feel quite sure that no more certain road to im-
provement exists than the placing of definite information
before those who are directly interested, and to this end
we have for some time investigated every accident which
in any way involved lUe (luestion ol power brakes, for l^e
THE HUTCHINSON SMOKE CONSUMER.
purpose of determining what changes, if any. were indi-
cated as necessary by the peculiar circumstances connected
with the case.
While the brake gear in detail is worthy of careful at-
tention, and the failure to receive it will in a measure
affect the satisfactory operation of the brake, the principal
loss that will follow poor constru.ttion has been explained
to you. Finally, I do not think it will be questioned that
the manner in which brakes are manipulated by employes
has everything to do with the results that are obtained.
Probably there are but few present who have not investi-
gated many of the alleged failures of brakes, and in one
sense it is a matter of regret that it is often found to be a
failure on the part of some one to preform what should be
a well understood duty. If these failures were really fail-
ures of mechanism, the remedy might be readily furnished,
but when is becomes a matter of the information and intel-
ligence of employes, the problem becomes much more diffi-
cult.
I am of the opinion that the necessit.v for uniform stand-
ards of construction in couplers and power brakes used
upon cars involved in interchange are absolutely essential
to their success. As a result of the master car builders'
investigations, the necessary mechanical requirements
have been formulated as definitely as possible consistent
rendered necessary. In the matter of car couplers, the
adoption of the M. C. B. standard is a question of ex-
pediency and finance. Ite use does not involve special
training, and it is probable that when they are generally
used, less skill and intelligence will be required to operate
them than to manipulate the present link and pin coupling.
On the contrary, the adoption of power brakes implies and
demands additional training and intelligence on the part of
employes directly connected with the operation of trains,
and to have reasonable success in this direction it is clear
that uniformity of construction is of no greater importance
than uniformity of modes of operation, for failure in either
case may mean disaster. Modif.ving existing construction
should have most careful consideration before changes
are actually decided upon, and the benefits to be derived
should be definite and considerable, if it involves the un-
learning of old things, and the learning of new things by
the large bodies of men whose duties cause them to have
something to do with the operation of train brakes. If the
methods of operation can be reduced to fixed and perma-
nent manipulation, uniform throughout the entire country,
much less trouble and chance for accident will occur than
if different and unusual methods are permitted to be In-
jected into well established habits.
Recently a great deal has been accomplished by furnish-
ing literature and b.v instruction to trainmen upon sub-
jects that immediately affect their relations to the handling
of brakes, and beyond doubt, much more can be done by
further effort in this direction. Upon several roads there
are what is known as instruction cars, and our company
also has one of these in operation. We have found it wise
to make no attempt to teach employes more than they are
in actual need of. The construction of the triple valve, or
the principles upon which the automatic brake is con-
structed, are not absolutely necessary for trainmen. Their
duties are limited and well defined and If the.y are made
intelligent upon these points, this information is all that
in most cases is desirable or possible to furnish.
While I have departed somewhat from the specific sub-
ject under consideration, I trust that the digression may
have suggested some features that will prove to be of
THE HUTCHINSON SMOKE CONSUMER.
Leading among the snooke consumers which are
doinij good work on locomotives is the Hutchinson
device. It is very effective in preventing sparks
and smoke, and meets the local smoke ordinance of
Chicago, both in stationary boilers and on locomo-
tives. We present herewith an illustration showing
the application of this device to a Lake Shore &
Michigan Soulhern engine. Its principle involvoa
simply the use of a steam jet to carry air in above
the fire. Our drawings show very clearly how this
principle is applied, and givet further, quite full de-
tails of the various connections used. U will be
noted that the piping is carried forward to the ex-
haust nozzles, this being done to supply a blower
when the fire door is closed. On some roads this
connection is not used, a simple connection being
made to the blower pipe. This device is, as far as
we can learn, very satisfactory. It is in use on the
Lake Shore, Michigan Southern, Pennsylvania lines
west of Pittsburgh, Chicago & Erie, Chicago & West-
ern Indiana Belt, Baltimore & Ohio, Rock Island
and Northwestern Railways. It is sold by W. S.
Hutchinson, 32-5 Dearborn street, Chicago.
NEW DBUL holdee.
The drill holders shown in our engravings are
made of malleable iron. They are reamed out to a
uniform size and taper, and the holes for the screws
shown are drilled accurately hy the use of steel gigs.
These tools are designed to hold the shell sockets or
sleeves now so common in machine shops and
hardware stores. These sleeves (.see Fig. :;) are
made of the best qualil.v of machinery ttoel, and
fitted up with the greatest care, each one fitting
accurately the size larger, and holding perfectly all
the twist drills of the corresponding number of taper
shank. For instance. No. 1 sleeve or shell socket
will hold all drills with No. 1 taper shanks, i. e.,
from i to 9-16, inclusive; No. 2 sleeve or shell socket
will hold the No. 1 sleeve, and also all drills with No.
2 shanks or 19-32 to S, inclusive; No. 3 sleeve or shell
socket will hold the No. 2 sleeve, and all drills from
15 16 to U inclusive: The No. 3 sleeve fits the hole
in the handle or holder, completing the combination
as s-own in Fig 3.
This convenient little tool was gotten up to facili-
tate the use of twist drills in the engine lathe. The
common practice is to put a dog on the taper shank
of the drill, and the not uncommon result is a broken
drill— or sore finger— or both. Machine shops can save
the cost of the tool many times, for, by using it, they
will be able to make one set of drills answer for both
the drill press and the lathe, and in a pinch it will
do equally well for a ratchet. Then, too, after a drill
has been used in a lathe, its shank is in as good a
condition as before, and is not ruined by the set
screw of the dog; nor is the long "busted" by slip-
ping oti from the taU cpnter.
November, 1890
THERAIL^VAY MASTER MECHANIC.
Pig. 3.
The LlcicUiiid Twist Drill Co., which offers this
tool, will carrj but one size (namely, Xo. 3), in stock
at present. This size with three shells or sleeves
will hold all drills from i to li inclusive. Other
sizes will be made to order only.
IKPBOVED UNITEESAL GEIKDINO MACHINE.
The Brown & Sharpe universal grinding machine
which we illustrate herewith, is designed especially
for work where accuracy and uniformity are re-
quired. It is suitable for both straight and taper,
internal and external grinding. It contains several
improvements over the original machine, notably in
its reversing mechanism, its Dner adjustment for the
cross feed and its larger bearing surfaces. It is
heavier and more rigid, and of a slightly gre<Rer
capacity than the No. ;! machine of the same com-
pany, and its overhead works permit a wide range of
speeds of wheel and work. Throughout the whole
machine all straight bearings are scraped to surface
plates, and all cylindrical bearings are fitted by
grinding, and all wearing surfaces are carefully pro-
tected from emery dust. The machine may be de-
scribed as follows:
The feed gearing is completely enclosed in the
bed, and dust caps protect the spindle bearings of
the head and foot stock and wheel stand. All oil
holes are provided with plugs and screws. The ways
of the bed are self-oiling. All screws, bolts and nuts
requiring frequent adjustment are hardened. The
stand is hoUow and is fitted with shelves as a closet
to receive small tools and accessories. The sliding
table carries a swivel table which turns upon a center
pin. This arrangement provides for grinding tapers
without throwing the head and tool stock spindles
out of line. In order that the swivel table may be
set accurately it is provided with an adjusting screw.
A scale shows the taper both in degreesand in inches
per foot. The table may be fed and reversed auto-
matically or by hand. The cross feed is operated by
hand.
The head stock is attached to a base plate bolted
to the swivel table, and turns upon a center pin. Its
circumference at the lower edge is graduated to de-
IMPRO\ED UNIVERSAL GRINDING MACHINE.
grees. The spindle and boxes are made of steel and
hardened. The foot stock .■^jiinrlle is adjusted by a
lever and there is a spring to accommodate the ex-
pansion Df the work.
The support of the wheel stand is rigid and ex-
tends to the floor. The spindle is hardened steel.
The boxes are phosphor bronze and self-aligning.
The machine will swing work between centers 12
in. diameter and 30 in. long. The swivel table can
be moved to either side of its central position to
grind tapers from 0 to 2 in. per foot. For grinding
work on the face plate or chuck the head stock can
be set at any angle within the whole circumference.
Two tapers can be ground, either internal or ex-
ternal, without changing any of the settings. The
work can be ground upon fixed centers, being driven
by a pulley which revolves upon one of them, or the
head stock spindle can be revolved while the work
is held in a chuck. Wheels are used from i inch to
12 in. diameter. Ample arrangements are made for
wet grinding. Soda water generally produces most
satisfactory results.
The shafts are arranged for any speed from 1,300 to
2,000 for emery wheel, and for 12 speeds between .S6
and 800 for the work. The counter-shaft should run
about 32.3 turns per minute. The total weight,
boxed ready for shipment, is about 4,000 lbs. The
floor space is 47 in. by 122 in. This machine is turned
out by the Brown tfc Sharpe Manufacturing Co.,
Providence, R. I.
THE NOETHWESTEEN EAILWAT CLUB.
Fire-box and Boiler Constrnction.
At the October meeting brake beams, and fire- box
and boiler construction were discussed. We append
abstracts of two papers presented on the latter topic:
ABSTK.ICT OF PiPEK BY Mil. W. II. LEWIS.
The subject of fire box and boiler construction is so
broad and complex that 1 feel that in the presentation of
this subject 'f we were to touch ever so lightly upon the
many intricate features, it would be a serious tax upon the
of failure of furnace side sheets.
Many theories have been advanced as to the proper thick-
ness of furnace sheets, and in all the discussions that have
come under my observation the only questions that have
been considered have been the strength, ductibilily and
thermal resistance, or the effect of various thicknesses in
the transmission of heat.
There is another and, in my judgment, much more vital
question to be considered in this connection, which is the
inequality in the ratios of expansion between the inner and
outer surfaces of the sheets. I will attempt to analyze
these conditions. In the tirst place, the temperature of the
furnace gases in a locomotive is subject to greater extremes
of change than is found in the operation of stationary or
marine boilers; hence while it is possible to use sheets of
three-quarter inch thickness successfully in these types of
boilers, it is not fair to assume that they can also be used
in a locomotive furnace.
The temperature of the steam and water in a boiler at a
pressure of about 1.5U pounds per square inch is about 3.58
degrees, while that of the furnace gases is at frequent in-
tervals from 2,.tOO to :i.U0O degrees. You can readily see
that the inequality of expansion between the inner and outer
surfaces of the sheets is considerable, and that the ratio of
inequaUty is proiwilionate with the tbicknessof the metal.
The uniform temperature of the water makes the inner sur-
face of 1 1
exposed I
?' ls>itixe(l |K
iidin
tile metal. The constant }■
the metal, producing first i
which, continued, i
proportion to till- teinpi-i at ure, thus ciinverling the ii<-iio
parent by the factthat the sheet assu'mi-H u lunvex fun
between each stay bolt. You ci.n Hud an imidoK.v to ili
""""' the bending of 1 ' '
"■ molecules of
brusiou of the surface
re. The fact that the
cracks and fracturps described always occur in a vertical
direction in the side sheets points to the necessity of ivliev-
ing the tensile strain on the side sheets as much as possible
in this direction. This has been accomplished to a great
extent by corrugating the sheets vertically. In lieu of cor-
rugations I nave for some eighteen months past practiced
offsetting the side sheets about one inch near the connec-
tion of the flue sheet and back sheet, practically increasing
the water space that amount. These offsets in a measure
relieve the tensile strain, and I believe also result bene-
ficially in the improvement in the water circulation by the
increased volume of water at this point. In my experience
on a number of different rends I hove found that the
trouble described from the failurt-s of side sheets is not
uniform; that on some lines the life ef side sheets would
be four or five years, on others it was less than two, due
entirely to the character of the service performed by the
engine.
How often in your own experience has an engineer come
to you with the report that that he had such a heavy train
and had to work bis engine so hard that she came in leak-
ing very badly? Did you ever consider the cause of this?
Did the engine carry excessive pressure? No, she had a
safety valve that could not be tampered with. The strain
of the heavy train was not communicated to the tire box or
flues. It was the constant and intense heat necessary to
maintain maximum pressure, and the consequent increase
of expansive strains. The foregoing facts point to the ad-
visability of using as light sheets as possible consistent
with safety, and in my judgment they should not exceed
.5 16 ol an iuch in thickness.
The advantage of steel for boiler construction is not
really to-day any longer a matter of doubt in the minds of
those who are acquainted with it, and the variety of grades
of the metal from which we can choose to make the parts
of which the requirements are variable makes it all the
more preferable for boiler construction.
The most troublesome part of ihe locomotive boiler is the
fire box, owing to the intensity of the heat that is received
from combustion. Many plans have be. n tried to relieve
the variable expansion on the sheets than go to form the
fire box. But we may say that none of them has been a
success financially, and the field is left to-day to a simple,
plain fire box with as few bends as possible. The fire box
needs especial care in order that the freest circulation may
be obtained to protect the sheets from overheating. More
especially is this the case where the feed water contains
mineral salts in a troublesome quantity which are certain
to deposit upon the evaporating surfaces.
As to staying the fire box sheets, those on the sides have
not been better fastened by any other method than by the
screw bolt and they often become troublesome, but with
constant care and watching breakages can be detected be-
fore they become dangerous. The best form of crown bar
holt is one with a slightly tapered shank and cup-shai>ed
head. There are many other forms, such as counter sunk
heads, screwed shanks, those with nuts in the fire box and
rivets driven from the inside of the fire box. Thougb the
last form may cost less their chances of making a secure
fastening are not as good. The ferules between the bar
and sheet should not be any larger than is required to act
as a packing and cover the least possible crown sheet
In every day practice it is common to put two slug stays
from each alternate crown bar.but it is better practice to put
two stays from every bar. The sUys which are the easiest
to set and remove for repairs are adjusted by means of a
THE RAILW^AY MASTER MECHANIC.
NoVEMBBE, 1890
key. This allows the tension on each bar to be made equal,
which is not the case when the stays are set by shrinkage.
Fastenings for stays should never be made of angle iron.
They should always be T bar form, as the angle iron acts
as a lever upon the rivet heads, making them liable at any
time to break off. A crow foot brace is probably the most
satisfactory for ordinary size braces, but the foot must
separate from the brace, for the reason that many braces
of this make are fractured in the weld by being riveted in
their place. Also, the brace has not the same freedom
during expansion and contraction as when secured by a
jaw and pin. _ _ ,
The lube spaces should
diameter of the tubes, a
THE NEW ENOLAHD RAIIBOAD CLUB.
Steel Tired Wheels.
At the October meeting of this club steel tired
wheels, and methods of turning them off, were dis-
cussed. We have space only for the opening by Mr.
Mr. J. N. Lauder, and the paper read by Mr. W.
W. Snow.
I approach this subject with a good deal of diflidence, be-
cause of its magnitude. Either one of the branches of the
subject would be sufhcient to occupy the evening. Perhaps
the Brst, referring to steel tired wheels, would not require
»o much discussion as the other two, inasmuch as wheels
bave been discussed by this and other clubs until the sub-
ject has become somewhat threadbaie. In the matter of
driving wheels it is not perhaps necessary to say anything,
since it has become the universal practice in this country
to use steel tires on driving wheel centers. The time was
when driving wheel tires were used made largely of
chilled cast iron, but the steel tires have driven them en-
tirely out of use.
As regards engine truck wheels, tender and car wheels,
the practice of using steel tires has not become universal,
and probably never will in this country, on account of the
additional cost of running steel tired wheels over that of
chilled cast iron. I think there is no question that
it costs more per mile to run the former in any kind of ser-
vice than the latter, with the possible exception of some
very long through runs, such as are made by the Pullman
and Wagner cars, running between points east and west
as between Chicago and the Pacitic coast. In that case I
think the cost per mile would Hgure as low with steel tired
wheels as with chilled iron wheels, because the wheels are
worn out so much more rapidly than those in use on local
trains that the item of interest on the money invested does
not count to the same extent. But for all ordinary purposes
the chilled wheel undoubtedly is very much cheaper to run
the rolling stock on than any steel tired wheel that has yet
been made. The reason'^ " - * -= -^ -• '-
more largely into use, n(
more to run and maintai
supposed there
of the comparati'
t steel tired wheels a
thstanding thev cost so much
em, is because it is generally
ty in their use. The question,
; safety of the two wheels is
still an open one to my mind. When we consider how
many hundreds of thousands, perhaps millions, of chilled
wheels are ruu at the present time all over the United
States, we find that the percentage of breakages is so
small as to be hardly worth considering; but once in a
while a chilled wheel breaks. Now, if a train is ditched or
derailed, especially a passenger train, on account of a
chilled wheel breaking, the railroad is put in a very bad po-
sition before the public, before the commissioners, if the
state has them, and belore the courts: while on the other
hand, allowing that the steel tired wheel is no safer than
the chilled wheel, if the train is derailed by a broken steel
tired wheel, the road stands much better before the public,
the commissioners and the courts, because it can truthfully
say it has used the best known wheel without regard to
price. That is the reason that most of our roads, especially
here in the east where our laws are very rigid, are equip-
ping their passenger rolling stock with steel tired wheels.
There is this to be said in favor of that wheel, in regard
to safety, that in the manipulation of the tire in the process
of manufacture, any mechanical defects can very easily
be detected and the tire rejected,_which is not the case in
the making of cast wheel!
made in different parts ' '
Solid steel wheels are being
^ ntry. My chief objection
toThatkind of wheel, allowing that we get the mileage out
_. r other wheels, is that
possible to detect defects that may exist i;
of the wheel during manufacture.
Now, in regard to the maintenance of the steel-tired
wheel, I consider this branch of the subject as the most im-
portant, because when such wheels get sharp flanges and
have to be removed and turned it is an expensive job.
Any means that can be devised to prolong the time between
turnings and at the same time keep the tire in reas
good condition tor service is a step in the right dii
I regret on one account that our friend Mr. Snow
Kamapo Works is present, because I have got to
justice to him and to ourselves, some rather complimentary
things in reference to one of his production
I allude to what is known as the Koss shoe,
this shoe for several years on our road and we have coms
to the point where I am quite enthusiastic over its perform
ance. The shoes furnished by Mr. Snow some years ago
had a very detrimental effect upon the face of the tire. I
had some tires badly cut by the so-called Koss-Meehan
shoe, which is a shoe mth some steel slugs in the face of
it. My observation ■ -^ - "^ - -^--
structure
We have used
I the first turning they had made 44,000. This was,
perhaps, not all due to the Ross shoe, but largely due to it.
It makes the tire wear longer than the plain shoe, because
it does not touch the tire where the rail touches it. The
Ross shoe is the only device that I know of that will pro-
long the life of the tire and give it qualities that will keep
it in use much longer between turnings. This form of shoe
has another quality that I am at a loss to account for and
that is, it seems to keep the flanges from cutting, from get-
ting sharp. This may, perhaps, be explained in part by the
fact that the ordinary plain shoe might be hung in such a
way as to have a tendency to sharpen the flange, while the
Ross shoe is held in position by locking over the flange so
it will not have that effect.
Now, in relation to the third branch of the subject, ma-
chines for turning off the wheels and truing up the tires
when they become worn out of shape. We are all familiar
with the four or five different designs of car wheel turning
lathes in use. We have heard some pretty wild statements
as to the capacity of different lathes. I have heard it in-
sisted upon that in ten hours' time six pairs of wheels
could be turned, that the average was four pairs per day.
I cannot get any such service out of my machines. I have
three of different manufacture and think they do well if
they turn two pairs of 42-in. wheels in a day. I know that
under some circumstances more rapid work can be done,
for instance, on tires not badly worn,that simply want tru
ing or that may be of very soft iron ; but, taking the tires
as they ordinarily are, worn badly and in all sorts of
shapes, with hard spots in them, I don't think it possible to
turn more than two pairs of 42-inch wheels per day and fol-
The method of equalizing the wear of steel tired wheels
is a subject of much more interest than the casual observer
would at first suppose. It is a subject which deeply inter-
ests the engineer and roadmaster, as well as the mechani-
cal departments of all railroads. There is nothing so in-
jurious to the track, frogs and switches as a badly worn
tire ; many a frog and switch have been broken or spoiled
bv a lire worn so as to have %vhat is known as a double
jianye; it is also presumable that many pins and connect-
ing rods have been broken from the sudden jar of the
mounting of the frog or switch by the raised part of the
tire not worn by the stock rail.
To avoid these difficulties, the remedy has been to take
out the badly worn tires and turn them up; all of which
takes time and costs money, and the engine is out of ser-
vice while this is being done. The remedy of putting the
tire in the lathe is good and efflcient. But is it always done
when it should be ; Every railroad man present will say
no. What are some of the causes? Let us enumerate:
First, we are short of motive power and cannot spare the
engine; second, the big lathe is full of work and we cannot
spare it to turn the tires ; again, the engineer or inspector
neglects to report the same to his superior officer, and so
the tires are allowed to go on hammering and pounding
the rails and switches, and causing more expense than the
cost of a new set of wheels and tires complete.
What is the best method of equalizing the wear of these
tires and keeping them in good condition, thereby saving
the expense and trouble of putting them through the shop,
and without losing the service of the engine! We know of
nothing better than a brake-shoe so devised that the same
shall wear that part of the tread and flange of the tire not
worn by the rail. A shoe of this description will not touch
the tire at the line of rail wear, and when made of such
suitable material that will keep the flange and tread in its
original shape, is an important factor in connection with
the subject under consideration. Such a shoe was invents
ed in 1S86 by George B. Ross, master mechanic of the New
York, Lake Erie & Western Railroad, and it is now in use
by a very large number of railroads in all parts of the
United Slates, and is giving excellent results. This form
of shoe can be made from any metal which is most suitable
to produce the results desired. For a locomotive tire the
best results so far obtained have been by the use of steel
pieces inserted in the flange and outside of the tread,and by
the use of solid steel for the whole shoe. The former
device is known as the Ross-Meehan shoe. For car and
engine tender wheels the steel pieces are objectionable, as in
some cases they wear the tires faster than the rail. This
difliculty has been overcome by making the shoes plain,
leaving out the steel pieces, and using a special mixture of
metal made from charcoal iron, manganese and aluminum.
With this mixture the tire is kept in good condition.
"There may be other methods of equalizing the wear of
res, but this appears to be the most practical and simple,
...... .... ., ,_jj Qj ^jj
) the favorable consideration
Club Notes.
the winter's work. L. R. Pomeroy, 4-5 Broadway, is
secretary.
PERSONAL.
Dme degree dangerous
ve used the Ross shoe.
s the tread
ng the tire
dangerous.
_j service, where there is much braking,
of the wheel faster than the rail
imperfect in a short time and t
To obviate that difficulty we
which is made of a good qualit,
steel pieces set in it. That shoe, in all local service where
the brakes are applied quite often, seems to just about
keep the wear of the tire uniform over its whole face. I
have recently removed the tires of 42-inch wheels that have
made 144,000 miles between the first and second turning ;
The Western Railway Club had an excellent meet-
ing, discussing very fully swing beam trucks, and
listening to an elaborate paper on steel tired wheels
and their fastenings, presented by Mr. G. W. Rhodes.
Some account of this meeting will appear in our
next issue. At the November meeting of this club
Mr. Rhodes' paper will be discussed, there will be
some further talk on swing beam trucks, and Mr. C.
A. Schroyer will present a paper on draft rigging.
The Northwest Club will discuss swing beam
trucks and locomotive side rods at its November
meeting.
The question of the relative economy and safety of
swing and rigid beam trucks will be pretty thor-
oughly ventilated by the time the various clubs get
through with it.
The New York Railroad Club met at its new head-
quarters in the Gilsey House Oct. 9 to arrange for
Mr. W. F. Turreff, superinlendant of motive power of the
Cleveland, Cincinnati, Chicago & St. Louis, has resigned and
his position has been abolished. Mr. Turreff has been for
many years a prominent and popular figure in the railway
mechanical field, in which it is most earnestly hoped he
will remain.
Now that Superintendent of Motive Power Turrefl.of the
Big Four system has resigned and his office has been
abolished, the division master mechanics on that system
will hereafter report to Assistant General i>lanager Bar-
nard.
E. T.Hom, agent, fuel department, of the Missouri Pacific
system, having been assigned to other duties, Wiley Mid-
dleton has been appointed as his successor, with the title of
agent, fuel and car-service departments. He will have
charge of the distribution of all coal for company use, and
will be charged with the duty of supervising the storage
and handling the coal at all storage points. Purchases of
coal will be made as heretofore by R. M. McDowell.
Mr. H. S. Bryan, late of the Chicago, Burlington &
Northern, and now master mechanic of the Duluth & Iron
Range Road, should be addressed at Two Harbors, Minne-
sota—not Michigan. He writes us that the wrong address,
given heretofore in this paper and in the Official Railway
List, "is causing serious delay" to his mail. We have
tendered our apologies to Mr. Bryan for our unfortunate
agency in this matter and ask all his multitude of friends
to note in their Official Railway Lists the correct address.
Mr. George DeHaven, for some years assistant general
passenger agent of the New York, l^ake Erie & Western,
has entered on his duties as general passenger agent of the
system of roads composed of the Chicago & West Michi-
gan, the Detroit, Lansing &. Northern and the Saginaw Val-
ley & St. Louis Rys. Mr. De Haven began his railway life
with the Pennsylvania Railroad and has had a thorough
practical education in all branches of the passenger serv-
ice. Ho is an enthusiastic and tireless worker and a cul-
tured gentleman, and we believe that the future has many
good things in store for him. His office is at Grand Rap-
ids, Mich.
Mr. Clem Hackney is now devoting his attention to real
estate business in Milwaukee, where he resides. He is
bringing to this business the same energy which charac-
terized his administration of the motive power of a great
railroad and his many friends will be glad to know that he
is quite successful in his present business.
Mr. Artiert Foster has been appointed purchasing agent
of the Philadelphia & Reading, vice Mr. H. C. Norton re-
signed. Mr. Foster has hitherto been first register of the
company.
Mr. Geo. Hargreaves has been appointed acting general
purchasing agent of the Chicago, Burlington & Quincy
Railway vice Wm. Irving, resigned.
Mr. Frank Bruce, master mechanic of the Chicago divis-
ion of the Atchison, Topeka & Santa Fe Railway has re-
Mr. E. B. Shefler, purchasing agent of the Erie, has
been appointed purchasing agent of the Chicago & Erie, the
reorganized Chicago & Atlantic. Mr. Ross Kells, superin-
tendent motive power of the Erie, is also given the same
office on the Chicago & Erie.
Mr. J. Beaumont, master mechanic of the Panama Rail-
way, is visiting the United States in the intere.st of his
In our last issue we mentioned the appointment of Mr. F.
A. Bailey as chief clerk of the Cheyenne shops of the
Union Pacific. Our paragraph was pretty nearly right,
but not quite. Mr. Bailey has been made chief clerk, not
of the new shops, but of the motive power and car departr
ment of the entire Union Pacific system. He was formerly
chief clerk of the C. B. & N. mechanical department, but
under Mr. H. S. Bryan and not W. H. Lewis.
Mr. Allen Cooke has resigned his position as general
master mechanic of Ihe Chicago & Eastern Illinois Rail-
way, and for the present will engage in pushing the sale of
the Cooke bell ringer, of which he is the patentee. Mr.
Cooke is a leading member of the old school of master me-
chanics, but while possessed of the conservatism of that
school, he is nevertheless a man of broad, progressive ideas
November, 1890.
THE RAIL^VAY MASTER MECHANIC.
and practices, ana everyone who knows tbe man and his
works will join with us in expressing a hope that he may
quickly be recalled to active railway service.
The death of Mr. Abram S. Hull, for many years mas"
tor mechanic of the Cumberland Valley Railway, is an-
nounced.
Mr. W. F. Dixon, the well known mechanical engineer
who has for some years been with the Cooke Locomotive
Works, has resigned his connection with that Arm to be-
come chief draughtsman for the Rogers Locomotive Works.
The many friends of Mr. R. N. Allen, president of the
Allen Paper Car Wheel Co., were pained by the announce-
ment, early in October, of his death. Mr. Allen's great
life work was the development and introduction of the
paper car wheel and of the steel tire for car wheels. In
early life he was a locomotive engineer, and later a mas-
ter mechanic. Mr. Allen was 63 years old at the time of
Mr. Frank Reardon, master mechanic of St. Louis, Iron
Mt. & Southern, Little Rock & Ft. Smith and Kansas &
Arkansas Valley Railways at Baring Cross Ark., has
been given a notable promotion. He has been made super-
intendent of locomotive and car departments of the entire
Missouri Pacific system. Vice President and General
Manager Clark in announcing this appointment says :
"Frank Reardon is appointed superintendent of loco-
motive and car departments of these companies, with gen-
eral charge of all matters pertaining thereto All officers
of the locomotive and car departments and their sub-
ordinates, when required, will report to Mr. Reardon
and will be governed by his orders. The oflice of
the superintendent will be at St. Louis. His reports will
made to the general manager, to whom he will certify all
pay rolls and requisitions. He will also furnish the general
superintendents such information as they may request on
matters pertaining to his department in their respective
territories. The relations of master mechanics and super-
tendents of roads will be adjusted jointly by the super-
intendent of locomotive and car departments and the
general superintendents.
In the report of the Master Mechanics'
ly published, appear the obituary notices of three notable
members of that association, viz : Messrs. H. N. Burford,
.John N. Sanborn, and Hiram M. Britton. The committees
appointed to prepare obituaries of these members are as
follows : ,1/)-. liur/nid-^J. W. Addis, R. H. Briggs and J.
C. Ramsey; Mr. Sanborn— G. W. Stevens, W. L. Gilmore,
and J. S- Graham; Mr. Britton— G. H. Hazleton, N. E.
Chapman and Reuben Wells. We append the notices as
prepared by these committees.
H. \. Burford.
Mr. H. N. Burford, superintendent motive power and
rolling stock, of the Texas & Pacific Railway, died at
Mai-shall, Texas, September 6, 1SS9, in about the fifty first
year of his age. Mr. Burford was born in the state of
Virginia in the year 1S3S, and, at the age of sixteen years
or io the year 1S.>*, entered the shops of the Virginia .&
Tennessee Railway Company at Lynchburg, as an appren-
tice to learn the machinist trade. Aft^ s^»ving a pertbd
of three years in these shops, he went to Philadelphia,
where he secured a position in the Baldwin Locomotive
Works, serving two years under instructions. Leaving
l.-.e Baldwin works in the latter part of 1S59, Mr. Burford
foreman. He was given an engine to overhaul, and after
its completion was placed in charge of it as engineer. In
this capacit.v he served successfully for one year. He was
then appointed division master mechanic. Mr. Burford re-
tained this position until November ISTO, he then resigned
his position with the Virginia & Tennessee Railway and
moved to Huntsville, Alabama, where he entered the ser-
vice of the Memphis & Charleston Railway Company, in
the capacity of locomotive engineer and served as such un-
til the spring of IhTl. when he accepted the position of
foreman of the shops at Huntsville, for the Memphis &
Charleston Railway Company, which position he held until
May, l!572. when he was promoted to be master mechanic of
the eastern division, still remaining at Huntsville. Mr. Bur
ford remained in this position, until the spring of
lS7f., when the shops of the Memphis & Charleston Railway
were consolidated at Memphis. He was then transferred
to Memphis and placed in charge of the motive power and
car department of the entire line, with the official title of
master mechanic. Mr. Burford .■oiitiinnil m tiji^. iiosition
with great success until May, l^^-^, vvii.n h-- w.is i.ndered
the position of superintendent of tnr inntp, .■ |„,'.v.i- .md ma-
chinery of the Texas & Pacific Kailiv.L-. . u-hi.h hr ar.-i.pted
and held at the time of his death .Mi- liurfMr.l's long
period of service as master mechanic for the Memphis &
Charleston railwa.v is conclusive evidence of his ability as
f the machinery department of a railroad. Mr.
as uneventful; it being confined
Ju}tn M. Sanborn.
John M. Sanborn was born at Franklin, Merrimack
County, N. H., November 1. 1S21, where his ancestors, who
were of English stock, had resided for several generations.
At the age of 17 Mr. Sanborn was apprenticed to Aiken
Bros., of Franklin, who conducted a general machine shop,
to learn the machinist's trade. He remained with Aiken
Bros, about one year and then went to the Amoskeag loco-
rhere he remained for two years. At the
t to North Chelmsford, Mass., and entered
manufacturers of machinery
1 Deci
ued with them
oyed by the Boston, Lowell & Nashua
Burford's buainess life
almost entirely to two ro
line of promotion, thrri
prentice, to the position < i.iiwer
and rolling-slock, the li I n- de-
partment of railroading- ,. most
genial gentleman, and en i, is offi-
cers, and made friends with cvorytmL-, Mr. Hurforil's con-
nection with the Texas & Pacific Railway as superinten-
dent of the motive power and rolling-stock covered a short
period of fourteen months, which time was fraught wiih
many reverses. The greatest of these was the loss of his
health, .vet with all this, the changes that he made were
remarkable and valuable to the interest of his company.
By his death the railway company lost an efficient officer,
and his associates a valued friend.
H., andc
Railway Company as locomotive engineer. In the spring
of ltS40 he was appointed foreman of engine house and ma-
chine shop on the above named railway; and, at the expira-
tion of two years, was appointed master mechanic and as-
sistant superintendent. In June. 1867, he resigned this po-
sition and went to Wilmington, N. C, as general foreman
of the engine house and shops of the Wilmington & Wel-
don Railway, and remained there until the summer of 1S(J9,
when he accepted the position of foreman of engine house
of the Lake Shore & Michigan Southern Railway, at
Adrian, Mich., and was transferred to Elkhart, in the
spring of 1871 as engine house foreman at that point. In
September, lS7;i, he accepted the position of master me-
chanic of the Chicago, Danville & Vincennes Railway,
when' lif- VF-rT^iiincl until March, 187;^, when ho went to Air
f-i'i' '"I' I 'I IS foreman of engine house for the Lake
Sli> I -. - iithern Railway. In December, 1873,
h'' r. - - -1' inu to accept that of master mechanic
01 thr I 11, hh.ii s.Ludusky & Cleveland Railway, where
he ii--inuined uiiLu .\uvemher, 1874, when he returned to the
service of the Lake Shore & Michigan Southern Railway
Company as master mechanic of the Toledo division, and
continued to fill this position until his resignation on No
vember 1, 1889. Mr. Sanborn had suffered acutely with
asthma for several years, and died of that disease on May
1'2, 1890. The deceased was prominently connected with
the Masonic order, beiug a knight templar and 33d degree
mason. He was an efficient officer, and a man of unswerv
ing integrity both in his business and social life. His
kindly nature and many virtues made him a multitude of
warm personal friends, who deeply regret his death. The
members of the Railway Master Mechanics' Association
der their sincere sympathy to the widow and children
and while he was in Europe they raised
team and carriage for him on his re-
ned of this he was most deeply affected.
red in Riverside cemetery, at Oswego,
the employes of the road have erected a
Hiram M. Britton.
On the loth of August, 1889, occurred the death of a
prominent railroad manager and one of the founders of the
Master Mechanics' Association, Hiram M. Britton. He
was born at Littleton, Mass.. November 30, 1831. He at-
tended school until the age of 16, when necessity compelled
him to begin his life work in earnest. He commenced as
an apprentice in the machine shop of the Fitchburg Rail-
road Company. His natural abilities, his energy and
honesty of purpose in all that he did. soon brought him to
the notice of his superior officers, and he rapidly advanced
in position, filling that of foreman engineer and master me-
chanic in succession. In May, 1865, he became master me-
chanic of the Indianapolis, Cincinnati & Lafayette liail-
wa.v. In June, 1870, he became supheriniendent of the
Whitewater Valley Railroad, Indiana, fti. 1JJ7.5 he was
made superiattfndent of the New York-' .St New England
Railroad. In August, 1880, he became general manager of
the New York. Susquehanna & \yestern Raflroad. Fin-
ally, in 1883, he, was appointed general manager of the
Rome, W^tertown & Ogdensburg road. He Sssumed the
management of. this road under the most\discouraging';cir\
cumstaqtes. ' It was in the poorest possible conditien, -an^
the receipts were insufficient to meet expepsis. At the
very begiilnirig of, his work occurred the terrible Carylon
disaster, and many consider the great shock experienced
by him at t'hat time jis the beginning of the illness which
terminated so fatally. Nevertheless, he courageously went
to work to improve and build up the road-, and in an in-
credibly short time the effects of his wdrk could be seen in
the improvements everywhere manifest. Soon the mileage
was doubled; steel rails replaced the iron ones; the rollij;ig
stock was increased, improved and renewed, and business
had marvelously increased, until the stock,which in .the be-
ginning was placed at 1.5 or 18, -was now at par. Hia ki<«*<'
sant labors and untiring devotion to his work were too severe
a strain uprtn hi? nervous system, and at last the crisis came
and. he was obliged to go abroad in order to regain his
strength. In Ihe-i-oompany of his wife (who was Miss
Harriet F. S^iitll, of Franklyn, N. H.), and Colonel C. H.
Burtis, he went to Europe "in November, 1888, and spent
some time in Nice and in Paris. At first there was a
marked improvement in he^th, but in the spring it was
evident the disease was making t&ifii inroads. His physi-
ciali, Dr. Edd.vi of Oswego, was sent for by cablegram,
and with his care and assistance he began the - bomeward
joui-ney, arriving at Oswego in..July. From that lime he
rapidly grew worse until the end fame. Calm, peaceful
and resigned, ne passed^away to receive his reward, Mr.
Britton was one of the six original founders of the Ameri-
can Railway Master MSphitiics' Association. The first
preliminary meetin'^ was herd on June 10, 1868, at which
he was present, together with the five other mSter me- i
chanics' Mr. Briton taking an active part in forming into
shape what has Taow become a widely known and useful '
organization. This meeting was adjourned to meet in the
city of Cleveland, C, in the month of September following.
At that, the first regularly organized meeting of the asso-
ciation, consisting of about forty members at itn close, Mr.
Britton was elected jir'-i-;- ii,-- i ,i,ii;ii, .,( ,.iis were
such as to fit him in a p, : : : . i-isition,
and this was so genor.,! ,i , ., ; ..i.-d by
the members that he ■.-.,. : ;it the
succeeding annual meet ii,l-s . i 1 1,. .i .s, , ;,it ,, ,,i t. r : . n years.
and as long as he would consent tu serve in that capacity.
To his energy and tbe interest he took in all the business
coming before it, the association is largely indebted for its
prosperity in the earlier years of its existence. In his de-
cease our association has lost one of its most intelligent and
useful members. Personally, Mr. Britton was one of the
most genial and affable of men, and at different
times he proved himself to possess the most len-
der and sympathetic nature. The employes of the
SUPPLY NOTES.
—Messrs. Avery & West, 4.=>7 the Rookery, Chicago, are
now representing the New York Equipment Co., and have
recently carried through some important deals in the pur-
chase and sale of second hand railwa.v equipment. They
also represent the Reading Bolt & Nut Works, the Kansas
City Bolt & Nut Co. and Bouton & Co., cur wheels. Mr.
John H. Avery has had 10 or I'J years' experience on the
road in selling iron and steel. Mr. Francis T. West was
for a considerable period the private secretary of Mr. T. P.
Oakes, now presideni,and formerly general manager.of the
Northern Pacific Railroad Company.
—The Universal Radial Drill Co.. of Cincinnati, O., fol-
lows the pleasant practice of sending out each month a
calendar for the succeeding month, each calendar bearing a
handsome engraving of some one of its machine tools. The
October calendar bears a fine illustration of this company's
post drill or countersinker, fitted with wheel and hand lever
feeds.
—The Berry & Orton Co. (wood working machines,
Philadelphia), had orders on hand October I sufficient to
occupy the full capacity of the works for three months.
The company has decided to enlarge its works, and by the
time this paragraph is read will be able to fill promptly all
orders for its machines. The growth of the business of
this concern in the railway field has been very considerable
since Mr. Orton began to push this department. Among
recent shipments of the Berry & Orton Company are the
full equipment of the new shops ot the Mt. Vernon Car
Manufacturing Company, Mt. Vernon, 111., and the Atlanta
Car Works, AtlanU, Ga. The machines of this company
have also gone into the shops of the Richmond & Danville
road at Birmingham, Ala. It also equipped the Cincinnati
Southern car shops at Chattanooga.
— It is announced that the newly organized Iron Car
Equipment Co., of New York, successors to the defunct
Iron Car Co., recently entered a mortgage at Huntingdon
for *3,000,998, representing the par value of the stock of
the new company. The Huntingdon Manufacturing Co.,
which failed in consequence of the Iron Car Company's
faiftire, has been reorganized and will be operated under
the direction of the New York Company.
—The Gates Iron Works, of Chicago, has recently built
a new shop esxl.'JO feet, which will contain three traveling
cranes, running the full len^ of the building. The cen-
ter orane is la'feet high, and those on the sides are each 19
ft. in' height'.' The cautctl tfflley is intended to handle the
heaviest machines built by the company, which weigh
tfrom 40,000 to 80,000 lbs. each.
—A constant and general service in various climates for
eight years ought to test the merits of a paint or a pigment
to the satisfaction of everybody. The "priming," "filling"
and "rough stuff," manufactured by Edw. .Smith & Co.,
has had such a U-st, to the entire satisfaction of the master
car painters and other officials of a number of large rail-
roads. These preparations are made from the same pig-
ment, which is ground differently for each, and the prepara-
tions are claimed to have such elasticity that th^y are un-
affected by the swelling and contraction of the wood pro-
duced by heat and cold. They have been in use on the
Baltimore & Ohio for eight years, and on the Philadelphia
& Reading, the Louisville & Nashville, the Boston & Al-
bany, the Flint &. Pere Marquette, and other roads, during
a considerable part of that time. They have proved
entirely satisfactory in the different climates between
Northern Michigan and New Orleans, and between Boston
and Fort Worth. The company which makes these prepa-
rations has a long and honorable record. Mr. Eimenderf—
known in many paint shops as "Old Linseed Oil"— is now
calling on his many friends and patrons in the west.
—The Gould Car CoupUng Co. , has adopted a system of
tests to insure a uniform output of couplers, and the fulfill-
ing of specifications. A large tensile testing machine is
used and a 1.000 lb. drop test. Beyond thsse tests all coup-
lers are submitted to template before shipping.
—Very interesting tests of the solid steel car wheels
manufactured by the American Steel Car Wheel Co., were
made in Boston, August 2.S, 1890. Besides Major J. C.
Paul, vice president, and other officers of the company,
there were present Master Car Builder J. T. Chamberiain,
of the Boston & Maine; Master Mechanic R. D. bouther-
land, of the Boston, Revere Beach & Lynn; W. E. Baker,
superintendent of machinery of the Thomson-Houston Co.,
Boston, and others. Among the tests made were the fol-
A XS in. wheel that was placed on two solid iron blocks.nm
resting on each block. A weight of oil lbs. faUing at a
height of 17 ft. struck the hub 25 times without any effect
198
THE RAILWAY MASTER MECHANIC.
November, 1890.
except battering the metal. It was then dropped 10 in. on
the rim without a fracture. Then a weight of 1,400 lbs.
was tried ; this, falling ata height of IT f t.,struck the whee;
11 timts but failed to break it, showing it to be practically
indestructible.
In order to test the expansion and contraction of the
metal a wheel was buried, on another occasion, in sand,
and a charcoal lire built around the tread until it was
brought to a red heat. Then it was taken out and exposed
to the atmosphere, which had no effect upon it whatever.
This would seem to demonstrate beyond a doubt that the
wheel is a perfectly safe one under all circumstances.
These wheels are in service on most of the New England
roads, as well as the New YorS & Manhattan Elevated
Railroad and several western lines, and so far as we can
learn, are giving universal satisfaction, and in some in-
stances are receiving the highest mdorsement.
—Mr. C. F. Quincy is now to be found at his desk in the
office of the Dunham Manufacturing Company, Phenix
Building, Chicago, and is rapidly becoming a loyal ctfcen
of Chicago. The enterprises with which he is connoted
are having a large measure of success and he and his as-
sociates are directing their development with intelligence
and energy. Taken all together they form as strong and
successful a "crowd" as we know of.
—The Bonzano Railroad Tie Company .has recently
been chartered in New Jersey, for the manufacture of steel
railroad ties under patents granted to Mr. M. F. Bonzano,
assistant general superintendent of the Philadelphia &
Reading Railroad. The company has a capital stock of
— Tbe McMullen Woven Wire Fence Co. has an order for
nine miles of woven wire fencing to be shipped to Africa.
The order was made by Bishop Taylor,who noticed some of
this fencing at a railway station and ordered it for his
i-esidence and grounds in Africa.
—The Illinois Central is gradually equipping its sub-
urban cars with the Adams & Westlake lamps. The
result is that the suburban residents climb over each
other's shoulders in their efforts to get seats in these cars-
In the radiant, golden Hood of light which the Acme
burners pour down they can read their evening papers as
easily as in broad day. Now that such lamps are available
the continuous use of the old Hicks &, Smith and other
similar lamps is little short of a crime.
—The business of the Pratt & Whitney Co., of Hartford,
Conn., has increased to such an extent that the company
has decided to erect a new factory building 300x4.5 feet,
and two stories high. Work on the new structure will be
commenced at once.
THE OFFICIAL, RAIL'WAY LIST.
delphi.
stated that the Midvale Steel Company, of Phila-
is to erect a new casting shop i:» x 3)>o feet. There
! two wings, each .50 feet long, and the building is
to be constructed wholly of iron. The main building will
—The navy department of the United States has just
awarded the contract to furnish the wood working ma
chinery required in the navy yard at Norfolk, Va., to the
Egan Co., of Cincinnati, O. Among the machines ordered
is a complete outfit of planing, sash, door and blind
machines. Preference was given this concei-n on account
of the late improvements through which better and faster
—The Pullman Palace Car Co., is completing arrange-
ments for the erection of ?250,000 repair shop, at Pullman,
111. The building will be two stories high, and 500x500 feet,
and thoroughly.equipped in every respect.
— The-Elmore journal box lid and the Hubbard anti-
friction side bearings have been specified on the new
freight cars ordered by the Cape Fear & Cincinnati R.,
and will be standard on that road.
—The 500 new cars ordered by the Buffalo, Rochester &
Pittsburgh are to be equipped with the M. C. B. coupler.
The Janney, Standard, Hinson and Gould companies will
each equip 125 cars.
—We had the pleasure recently at the ofHce of the De-
troit Lubricator Company, of Detroit, of seeing a single
order which called for U'23 Detroit lubricators to be de-
livered at once. The order came from the management
of a system of British colonial railways, and had been sup-
plemented by another one for quite a number of the lubri
cators which was sent t« the agency in Dublin. Ireland.
Three or four of the Detroit lubricators had been in ser-
vice on the roads referred to for two or three years, and
the result has been that all the lubricators previously in
use (which were of English make) have been ordered off
and replaced by the Detroit. The two orders will equip all
the locomotives of the colony with the Detroit lubricator.
—Under date of October 1, 1S90, the Mason Regulator
Company, 10 Central street, Boston, has isssued a new and
very neat and convenient little catalogue of the steam reg-
ulating devices which it manufactures. The cuts are ex-
cellent and the descriptions, etc., brief and clear. A tele-
graph code is given for orders by wire. This company has
rapidly "passed up to the head" in its suecial line of manu-
facturers. The letters and references in this little cata-
logues are very satisfying.
—The Standard Car Couiding Co. has opened an offiee in
the Rookery, Chicago, room I.OIS. Mr. Wm. Jones, vice
president of the compauy, will make this office his head-
quarters for some time to come, and will be a very pleasant
aduition to the circle of Chicago railway supply men—
already so large and distinguished. The Standard Com-
pany is doing a large and steady business, and is getting
at least iu share of the M. C. B. coupler orders. Within
the last two weeks it has closed a contract for 1,000 coup-
lers with the Delaware & Hudson Canal Co., and with the
Buffalo, Rochester & Pittsburgh for 125 cars. Its monthly
orders from the Delaware, Lackawanna & Western have
already aggregated over 300 cars, and the New York Cen-
tral is iiutting in large orders each nicntt for its M ft. cars
hopped for general repairs.
Changes for the Month of October, 1890.
Atchison, Topeka & Santa Fe.— Frank Bruce, master
mechanic of Chicago division, resigned; M. Emery to be
master mechanic at Arkansas City, Kan., vice D. C. Court-
ney, resigned.
Atlantic & Danville.- R. M. Stuart-Wortley to suc-
ceed C. B. Peck, resigned, as vice president and general
manager; J. Rosenbaum to be general auditor and treas-
urer. G. M. Hughes to be general superintendent, head-
quarters at Portsmouth, Va.
T. W. M. Draper, consulting engineer, resigned.
Atlantic & Pacific— Auditor F. E. Hancock r signed
and duties of position assumed by J. W. Reinhart, vice
Baltimimh. a Oiii.., - .1 .v. Folev to be chief train dis.
patcherCcijlr,! -ii ohi.., wiih office at Newark, Ohio;F.W-
Palterson Iu ^!ir. irii \v \\. .Manning as engineer of main
Bil
uUqU
M Smi iiLwLsTKliN. — Superintendent J.
iiid office abolished. C. H. Howard
er with headquarters at Chillicothe.
.—J as. O" Berne, car accountant, pro-
gineer in charge of bridges and buildings: J
appointed engineer in charge of surveys, both with office
at Grand Rapids, Mich.
Cate Feaii & Yaiikin Vallev.-R. P. Gray appointed
assistant to president.
Central New Englanii & Westeux.-N. R. Turner,
general frcishl and passenger agent, resigned.
Ci;i' ^ " .V I'v-rEKN Illinois. — General Master Me
rill' \ ' I ■:;-' resigned; C. L. Stone to be general
|,i, lie Wm, Hill resigned : F. V. Davis ap-
|, , , ,,fflr manager.
I III. . ., r.i , iM.ToN & QiiNcv. —George Hargreaves
apiioimed acting purchasing agent, vice Wm. Irving, re-
Cleveland, Cincinnati, Cuicago & St. Loris.— W. F.
Turreff, superintendent of motive power, resigned and po-
sition abolished. G. W. Bates to be foreman of bridges
and buildings with office at Crawfordsville, Ind.
Cjmcago & EitiE.— John Roach to be roadmaster, with
headquarters at Huntington, Ind. J. H. Klein appointed
chief train dispatcher with headquarters at Huntington.
G. H. Vaillant made freight traffic manager. W. C. Rine-
earson, general passenger agent, and E. B. Sheffer, pur-
chiising agent. Ross Kells appointed superintendent of
motive power and C. W. Buchholtz civil engineei-. C.
Skinner to be road foreman of engines.
CincAGO & Alton.— H. L. Evans, assistant suiierinteni-
ent, resigned and office abolished.
Chicago & Northwestern.- Wm. Smith to be superin-
tendent motive and machinery vice G. W. Tilton, deceased.
Cm-, II, I I .vTmii,, II r r.i i.hion succeeds W. J;
M i;.. ,, ' -■ ' -: iiiindent of Cincinnati
1 III ,,, , .-,1. I .V - . r I .1. M. Barr to be di-
vi, ..Mi„-nni,'iMl-ii!, 1 I,'.' s .1 ('..11 Ills, resigned; J. F.
Cochrane, car accouiilant, resigned, and succeeded by C.
H. Place.
Chicago, St. Pall & Kansas Citv.— P. N. Lord to be
general passenger and ticket agent vice W. R. Busenhark
appointed traffic manager.
Con MHCs, Hocking Valley & Toledo.- M. Stilwell to
be superintendent Hocking & River divisions, vice C.
D. Norris, resigned.
CoLUMiii> SmTiiEKN.-C. H. Smith appointed to suc-
ceed W. 11 i;i All r. -iLiH d, as general freight and passen-
CHEsiin.i I I, : with and become part of Fitch-
burg Raih ., 1.1.1 hrshire division.
Detroit, I^v.m.s,. ..v :s,iiitiiern. -E. F. Baker resigned
the office of assistant general freight agent.
Evansville &TEUHE Haute.— Otto Schilling appointed
superintendent of car service.
FiTcnntiRG.- A. S. Cheever to succeed E. IC. Turner, re-
signed, as chief engineer.
Floiiida Central & Peninsilar.— J. W. Bushnell, chief
engineer, resigned-
Georgia, Carolina & Northern.— A. Riccio appointed
chief engineer.
lA Pacific. — J. W. Anderson appointed cUiel eu-
) succeed A. Riccio, resigned.
on &. Texas Central.— John Doran promoted to
; master mechanic, headquarters at fJorsicaua, and
P. Kinne
' to be foreman of
shoos at Hearne.
'
iLLINOl
, Ol-NTIiU. - Jllh
1 C. Welling, com
ptroUer,
elected B
and J. T. Harahan
general
1 Irleans & Texas roai
second V
. . -
urge of traffic and operating
Dubuque
,l~ 1 . il 1 i,.l 1
nan elected presiden
, of the
i .^.,'u:. L-i.v -CibL
second vice-president.
Kansas City, Ft. Scott & Memchls.— A. S. Blodgett to
be general roadmaster, vice J. E. Beck, resigned ; office at
Memphis; L. K. Spafford to be suiierintendent bridges and
buildings; office at Kansas City.
Keokuk & Western.— J. P. Boyle to be trainmaster, vice
J. C. Sickles, resigned; office at Centerville, la.; T. R.
Board to be car service agent ; office at Keokuk. j
Louisville, New Orleans & Texas.— P. H. Rogers
appointed general passenger agent to succeed E. W. How,
promoted to the office of traffic manag'^r.
Kanawha & Michigan.— J. M. Ferris appointed general
manaager.
Lake Shore & Michigan Southern.— T. J. Charles
worth appointed general agent, with headquarters at
Cleveland. T. F. Whittelsey appointed superintendent of
Michigan division, vice T. J. Charlesworth; R.C.Harris
appointed superintendent of Lansing division, vice T. F.
Whittelsey, transferred. A H. Smith appointed superin-
tendent of Kalamazoo division, vice R. C. Harris, trans-
lerred. I. C. Blandy appointed assistant superintendent
of Michigan division, with headquarters at Elkhart, Ind.
Long Island.— Assistant Superintendent Wm. E. Lewis,
deceased. C. R. Fitch to he superintendent of telegraph.
Louisville & Nashville.— H. F. Smith appointed
superintendent of terminals of Louisville, Cincinnati &
Lexington division at Louisville.
C. A. Kritzky to be assistant to general manager vice W.
A. Kellond, resigned.
Louisville, New Orleans & Texas— Newport News &
Mississippi Valley.— E. W, How appointed traffic man-
ager of the Louisville. New Orleans & Texas R. and cf the
Newport News & Mississippi Valley Co., western division.
Louisville, St. Louis & Texas.— J. K. McCracken,
formerly general freight and passenger agent, appointed
general manager. S. A. Wikel appointed general freight
Milwaukee &, Northern.— This road now operated by
Chicago, Milwaukee & St. Paul R. Co. Alfred M. Hoyt
continued as president. All other officials succeeded by
C, M. & St. P. officials.
Missouri Pac'ifii: — A. W. Street, promoted to position
of assistant general freight agent, with headquarters in St.
Louis; A. W. Zimmerman appointed general foreman of
bridges and buildings of the Kansas lines, with headquar-
ters at Ossawatomie, vice H. C. Gibson, resigned; Frank
Reardon to be superintendent of locomotive and car de-
partments.
Nashville, Chattanooga & St. Louis.— W. F. March
to be assistant general passenger and ticket agent.
New York & New England. — John N. Ross, assistant
superintendent of eastern division, resigned.
New York Central & Hudson River.- D. B. McCoy to
succeed E. G. Allen as superintendent Hudson River di-
New York, Lake Erie & Western. -W. H. Starr
superintendent of the Delaware division, appointed super
intendent of transportation; W. L. Derr appointed super
intendent of Delaware division and G. Van Keuren, super"
intendent of the Jefferson division, succeeding Derr; E. T-
Meister appointed to succeed Wm. M. Corbett as roadmas"
terof Delaware division; G. DeHaven, assistant genera'
passenger agent, resigned.
New York, New Haven & Hartford.-W. A. Water-
bury to be superintendent Shore Line division vice E. G.
Allen resigned; A. S. Ostrander to succeed Waterbury as
superintendent Air Line division.
New York, Pennsylvania & Onio.— C. R. Fitch, super-
intendent Mahoning division, resigned.
New Yiii: ,, I'l > mi i .>i Boston.— Assistant Superin-
tendent 1. ^ M I _ 11, d, and office abolished.
Nor 111 11 i' I I'. Michaels appointed superin-
tendent 1)1 .M., I -: '11, with headquarters at Winni-
peg, Mail .1 iiii .M ili.ili.iiii appointed assistant general
superintendent, and office of general manager of Northern
Pacific & Manitoba abolished; M. H. Mills appointed as-
sistant superintendent of Montana division, with headquar-
ters at Livingston, Mont.
Ohio & Northwestern.— E. F. Gray succeeds C. H.
Goodrich, resigned, as general freight agent, with head-
Oiiiii Valley.— Geo. A. Smith appointed general freight
and passenger agent, vice A. E. Shrader, resigned, with
headquarters at Evansville, Ind.
Oregon Improvement Co.— P. F. Bush to be chief engi-
neer vice F. A. Hill, i-esigned.
Oregon Pacific— E. H. Dunham appointed superintend-
ent, with headquarters at Corvallis, Ore., succeeding J.
Stevenson.
Pecos Valley.- W. H. Vaughi
transportation, with headquarter
Philadelphia &, Reading.— Albert Foster appointed
purchasing agent in place of H. C. Norton, resigned; C. H.
Quarles appointed auditor of passenger traffic vice Edward
Mahler, transferred.
: Eddy, N. M.
Dtendent of
THE RAILWAY MASTER MECHANIC.
lingha
Ala., head
field, vice L. He
H. VV. tiardoe
LiUie, re.-^igDed.
aiii. Auditor Chas. M. Crump, resifued.
Sv\ FitvMisto. — J, M. Esran appointed
f telegraph with headquarters at Spring-
■ to be secretary and treasurer vice T. W.
Executive oQices removed to Boston.
-L. S.
Miller appointed chief en-
Mellen ap-
pointed general manager Spokane division.
Tii-\A>Tiii NK.— 1>. A. Tucker, resigned as auditor i
general freight agent. F. G. Baldwin appointed audil
Duties of general freight agent assigned t '
1 J. D. Trammel,
.I.KI.M & Oiiiu Centk.u.. -J. V. Angell promoted to the
tion of superintendent of Toledo division. James A.
nev made trainmaster and John S. Power chief train
atcher, all with offices at Bucyrus.
Ni"N P\' inc.— K. I). Fowler appointed acting assist-
superintendent of Wyoming division, with head-
vision, resigned, and succeeded by Kohert Blickensderfer ;
B. Campbell to be assistant general traffic manager; I. G.
Woodward, general freight agent, and F. S. Miller, assis-
tant general freight agent, with offices in Pdrtland. Ore. ;
S. M. Adsit aprwinted general freight agent of St. Joseph
& (irand Island division, vice W. P. Robinson, jr., pro-
Western ok Al..vn.iM.v.— Atl.\.s ta & West Poi.nt.
A. Gee appointed assistant general passenger agent,
quarters at Atlanta.
Westekx Ni;w YoKji&PEXXsii.vA.'ii.v.-T. C. 1
to be superintendent ButTalo division vice H. Dw
assistant superintendent, with headquarters
-John
WiiEEi.iX(i & Lake Ekie
transportation, resigned.
-E. J. Hornbrooke appointed
Tlic Fluent on l:ar(li.
The Cincinnati, Hamilton & Uayton Railroad is the only
line running Pullman's perfected safety vestibuled train's
with chair, parlor, sleeping and dining car service between
Cincinnati, Indianapolis and Chicago, and is the only line
running through reclining chair cars between Cincin nati
Decatur, Springfield and Keokuk and sleeping car Cincin-
nati to Mackinaw.
The road is one c
only lino entering
double track, and I
its patrons speed. •
Tickets on sale c
& D., either in
Toledo.
1 hat they read C. H.
.iti. Indianapolis, or
;. O. McC<..»MicK,
and Ticket Agent.
AJAX BEARINGS DON'T GET HOT.
AJAX METAL CO.,
Fhiladelpliia, Fenna.
Consolidated Car- Heating Co.
CHICAGO:
COMMERCIAL BANK BUILDING,
.A. TL. :b js. Tsr -X-, isr-Ei ^w y o n is.
NEW YORK:
113 :^r<=>«ci-\75r».y.
CANADA:
C!o«,tloooli.o, I*. Q
FIRE-PROOF HEATERS AND STEAM COUPLERS.
SPECIAL APPLIANCES AND EXTRA STUoNd FITTINGS OF EVERY KIND.
COMMINGLER, DRUM AND RETURN SYSTEMS
XJNIDEK.
Mcelroy, sewall, westinghouse and other patents
The Sturtevant Steam Hot Blast Aooaratus
. . FOR . .
HEATING RAILROAD SHOPS,
Dmrirrcs- i^xt]V[be:r, etc
Stoxid. for CiatAlos'u.osi.
Steel I^ressxare ^lo-v^ers
For Cupola Furnaces and FORG£ FIRES.
Steel Plate Planing Mill, Exhaust Fans
For Removing Chips, Shavings and Saw Dust from Wood Working Machinery.
B. r. STURTEVANT, - - Boston, Mass
"LITTLE GIANT" ,
WASHER AND TESTER
FOR ALL KINDS OF
ste:a]ve boilers.
RUE MANUFACTURING CO.,
leN. nih Mlrrn, PIIII.AARI.PIIl.t, FA
iii[ iiKiNsoN mi m spniNG works.
■M-VNI IWC-rt IJKR?
CAR SPRINGS OF EVERY DESCRIPTION.
CAST-STEEL SPRING STEEL ALL SIZES AND GRADES.
RAILROAD SPRING STEEL A SP CIALTY.
OFFICE: ROOKERY BUILDINB, CHICAGO, III. WORKS: SPALDING, ILL.
Ra^apo Wheel & Foundry Company,
Snow's Rigid Steel-Tired Wheels, } ^
With Tires Havirg Anmalar "W.bs.
K<>Lri.i>s...\i rrii i AN'r-iuo> iioi hi,k platk
on s»M>Ki; < i':>Ti:ic i\i» \t kim.i: sii \i>i:i> icirr.liMx; iii>t;.
office: .A.ND VrORKS, R.A.IVEAPO, N. Y,
THE RAIL^^^AV MASTER MECHANIC.
NCVEMBEE, 189ft.
T. W. WELSH,
Supt.
W. W. CAKD,
Secretary.
H. WESTINGHOUSE,
General Mauager.
THE WESTINGHOUSE AIR BRAKE COMPANY,
PITTSBURGH. Pa., IX. S. A.,
MANUFACTURERS OF THE
WESTINGHOUSE AUTOMATIC BRAKE.
THK WESTIXGHOUriE BK.\KE
which is about 15 per cent, of the entire
proved quick action brakes since December
The WESTINGHOUSE AUTOMATIC BRAKE is the only
nuous brake that has been successfully used on freight
THE AUTOMATIC BRAKE will, in consequence of its quick application, stop a train in the least possible distance.
THE AUTOMATIC BRAKE on freight trains, as in passenger service, applies itself instantly to all parts of the train in the
event of the train breaking into two or more parts, a feature of great importance in view of the statistics published in the Railroad
Oazette, whilch show conclusively that a majority of the coUisions are caused by the breaking in two of trains. (See Railroad Gazette,
Feb. 12, 1886, page 118.)
THE AUTOMATIC BRAKE also appUes itself to every car in the train, in the event of any accident to the brake apparatus of
Buch a nature that it would render any non-automatic continuous brake inoperative.
THE AUTOMATIC BRAKE can be appUed from the rear or from any portion of the train, if desired.
THE AUTOMATIC BRAKE will effect an increase of at least twenty-five per cent, in the efficient value of rolling stock, owing
to the quicker time that can be made on the road and the avoiding of delay at stationssnd sidings. Freight trains carrying perishable
goods are being daily run on passenger schedules.
THE AUTOMATIC BRAKE, applied to freight cars, avoids the flattening of wheels and effects a yearly saving, in this item
alone, nearly equal to the first cost of the apparatus.
THE AUTOMATIC BRAKE will prevent a greater part of the accidents to freight trains which form so large an item of expense
in railway management.
THE AUTOMATIC BRAKE will save employes from the danger and exposure to which they are now subjected, having to ride
on the tops of cars in cold and stormy weather, and often sacrificing their lives in the discharge of their duties.
THE AUTOMATIC BRAKE is simple in construction and operation, and cheaply maintained, the working parts being combined
in one piece of mechanism.
THE AUTOMATIC BRAKE is not an experiment, but it is the result of many years of practical experience, and its capabilities
are well known to all railway managers.
BUTLER DRAW-BAR ATTACHMENT CO.
1=»Vi e>-wt i -»■ ^lca.S-7
CHICAGO, - ILLS.
HIRAM KIMBALL, President.
W. W. HAYWARD; Sec'y and Treas.
To Supts. of Bailway Rolling Stock, Master Car Builders, Master Mechanics, Etc.
You all admit that something better than the ordinary draft rigging for freight cars is very necessary. The above
cuts show the BUTLER DRAW-BAR ATTACHMENT, which has made a record of several
year's service on tens of thousands of cars as THE BEST IN EXISTENCE. Its use will largely decrease your ex-
pense account for freight car repairs. Its saving of draft springs alone is enough to justify its use. Write us for refer-
ences, satisfy yourselves as to its record, and we believe that you will adopt it as your standard. Address as above.
HINSON CAR COUPLER CO.,
MANUFACTURERS OF THE
HINSON ...:=:... COUPLER
Caswell s Hinson-Miller Interchangeable Swivel
All broken parts replaced during:
ngeable. The only coupler com
ends of the cars to couple or uncouple
standing on the car can couple or uncouple
agreed
iervioe. All parts made to a template gauge and absolutely
fety link pocket in the knuckle. No necessit.v of going between the
Can be coupled or uncoupled from the sides of the cars. A trainman
cutting out cars. THE MOST DURABLE; THE MOST SIIMPLE; THE
MOST ECONOMICALLY MAINTAINED; THE STRONGEST; THE CHEAPEST; THE LEAST BREAK-
AGES; THE BEST; THE SAFEST; THE LIGHTEST. Send for blue prints, models and prices.
FREIGHT COUPLER.
General OffLoe,
Sastem Offioe,
DAVID SECOIi, Geueral Manager.
61S Th.e RoolserT-, CaZCAGO
65 Boreel Bldg., HTSIW TTORZ
FKANK BAKEMAN, General Agent.
THE RAILWAY MASTKR MECHANIC.
199
WALTER D. CROSMAN, Manager Editorial Department.
EDWIN N. LEWIS Manager Business Department,
MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY.
Devoted to the interests uf railway motive power, equipment
and machinerj'. Communications on any topics suitable to tliese
colnmns are solicited.
Prior to January 1, 1886, this journal was known as The Rail-
way Purchasing Agent. It will still in its new and wider field be
adapted to the especial wanta of all who purchase or influence
the purchase of railway supplies.
Subscription price, $roo a year. Advertising rates and details
concerning circulation given on application to the office by mail
or in person. Address
VOL.5.) CHICAGO, DECEMBER, l!S90. (NO. 13.
■ The conference committees of the two mechan-
ical associations have done good work in arranging
for cutting down the interim between the two an-
nual conventions, even though they have gained
but one day. The plan now is for the master car
builders to meet on a given Tuesday and for the
master mechanics to meet on the following Mon-
day, both meetings to be held at the same place.
This gain of even one day will be welcomed on all
sides. It was considered all but certain when the
conventions closed last .June that Cape May would
be the location of the next conventions, but the
conference committees have decided upon New
York City. There is one advantage in meeting in
large cities, and that is that the hotel accommoda-
tion is ample; and this advantage is large enougli
to offset a host of advantages to be claimed for lo-
cating the meetings at pleasure resorts.
The discussion on swing beam and rigid trucks,
which is now passing like a wave over the coun-
try, does not seem to bring out many new points
either in favor of or against any type. The various
arguments of tlange wear, first cost, cost of main-
tenance, liability of failure, etc., are all old and
have been presented time and again. The only
feature of interest which has been introduced into
the discussion recently has been the effect which
the universal use of rigid trucks and automatic
vertical plane couplers would have on the action of
cars in passing curves. The result of coupling
long and short cars together, each equipped with
rigid trucks and automatic couplers, has been
pointed out by our contemporary, the Railroad Ga-
zette, and was discussed to some extent at the last
meeting of the Western Railway Club. This we
think will prove to be a matter of considerable .im-
portance in the future, and should be carefully
considered in the discussion of swing beam trucks.
Outside of this one point, nowever, there seems to
be but little of special interest in the discussions,
and if they are to be carried to a proper conclusion
more definite information on the various phases of
the subject should be presented.
in accord with what we liavo cxpivsscd in tlii' past
and with the general trend of railroad practice at
present that an expression of approval is hardly
necessaiy. Jf the future discussions of this new
club are as sound and practical as in this case, it
will be a great credit to the section of the country
which it represents.
Is AS editorial paragraph which appeared in our
November issue we stated that we knew of no ex-
periments which proved conclusively just how
much saving there was in the use of liigh steam
pressure. Our attention has since been called to
the locomotive tests conducted by Mr. F. W.
Dean on the Old Colony railroad in the early part
of this year, as bearing on the point at issue. When
we made the statement which appeared last month
we were well aware of these tests and had studied
the data published in regard to them. It may
therefore be surmised that we do not consider
these tests as conclusive on this question of
economj' in high steam pressures. We must not
be uuderstood, however, as saying anything
against the tests in themselves. We are very
certain that they weie conducted in a most careful
and conscientious manner, but we are always dis-
posed to accept with a great deal of caution any
data on so important a subject which are obtained
from onl)' a limited number of experimental trips.
Such tests may be suitable as corroborative evi-
dence, br.t if they are pioneers in the investiga-
tion of a certain subject, the figures so obtained
must not be taken too literally, though the general
results may be correct. Locomotive tests in gen-
eral are conducted under such variable conditions
that comparisons from a few runs are extremely
difficult and in the very tests to which reference
has been already made, the attempt to get an ex-
act record of the fuel consumption at boiler pres-
sures of I'lO, 160 and 175 lbs. respectively was ap-
parently partially frustrated by the impossibility
of maintaining the exact boiler pressure desired.
The same or similar objections exist in other
tests and we are therefore compelled to conclude
as before that, whUe we believe higher pressures
up to a certain limit are decidedly economical, we
can point to no conclusive data on the subject,
nor do we know of any tests which are extended
enougli to give figures upon which we can rely.
LONXECTIXt; KODS.
From the discussion on the best form of heavy
locomotives for heavy passenger and freight service
at the November meeting of the Southern k South-
western Railway Club, it appears that the general
opinion of those present could be stated in the fol-
lowing concise manner: That the eight-wheel loco-
motive is the best for both classes of service until
the power required necessitates cylinders more
than 18 inches in diameter, or the weight upon the
drivers exceeds about (j4,000 pounds; that in pas-
senger service the ten-wheeled engines should be
used where the cylinders are greater than the size
above mentioned; that in freight service engines
with 19-inch cylinders should be of the mogul
type, and that all engines having cj'linders 20
inches or greater in diameter should be of the con-
solidation type ; and that in freight service the
consolidation engine with its greater weight is
preferable to the mogul, providing the permanent
way will permit of its use. This is so thoroughly
In spite of the many more or less elaborated
rules and formula' that have been published from
time to time dealing with the proportions of
locomotive connecting and coupling rods, it is safe
to say that fully nine-tenths of the rods built every
year are designed empirically, that is to say, their
dimensions have been determined not by mathe-
matical investigation, but by copying and modify-
ing others whose immunity from failure is their
guarantee of excellence. On this account, the ex-
perience of railroad mechauics is in the highest
degree valuable to the designer of these important
details of construction.
I The conflict of straps with adjustable brasses
versus solid bushed ends for side rods has been
waged with considerable vigor in this countrj' for
the last ten years, and although the question has
been practically settled in several foreign coun-
tries having a large railroad mileage, in favor of
the latter, with us the former finds warm advo-
cates in some of our leading mechanical men. A
rather curious phase of this subject is that while
many a man will readily equip his passenger
engines with the solid end side rod, he strenuously
objects to putting it in freight or switching serv-
ice. In view of the fact that numerous examples
can be cited where bushes have given the best of
satisfaction on heavy consolidations and 6-wheeled
switchers, we can see no good or sufficient rea-
son why, if they are suitable for one variety of
I work, they are not for all kinds. On sundry roads,
I however, where the wear of bearing surfaces is un-
' usually rapid, adherence to the strap end is com-
i mendable and wise, as bushes would need too fre-
j quent renewal. A few roads have in use a solid
I end containing adjustable brasses. We can see noth-
ing worthy of imitation in this, for as the brasses
must of necessity have a flange on one side only,
they are apt to work loose in the strap, entail-
ing frequent attention and renewal.
With regard to main rods we find the opinion of
the country almost unanimous in favoring an ad-
justable back or crank pin end, but diverse with
respect to the front. The few who have nsed a
solid bushed end have not, we believe, been alto-
gether satisfied with the experiment, haWug found
that apart from the merits or otherwise of that
style of end per se, secondary drawbacks, such
as difliculty in disconnecting the rods, etc., have
shown themselves too formidable to be neglected,
and as a consequence the adjustable end has been
in one case at least, reverted to.
The same objections do not obtain with the
front or wrist pin end, and where the design of
crosshead is such as to permit the use of a solid
bush it has proved efficient. We would, how-
ever, warn all those contemplating the employ-
ment of a bush at this point against any material
but a good quality brass or bronze, as the poor
means, too often provided, of lubricating this im-
portant bearing not infrequently cause it to run
warm, and should the metal surrounding the pin
start cutting it, the last state of the main rod will
be worse than the first.
Turning now to the bodies of the rods, we find
opinion about equally divided between the plain
rectangular and the I sections, for the side rods of
fast passenger engines. Instances of breakage are
so rare among the latter class as to give its advo-
cates a strung ground for maintaining their faith.
Their opponents claim that it is too rigid later-
ally, and more expensive to make than their fa-
vorite. These objections do not appeal to us at
all strongly, for we hold that in a connection of this
kind lateral flexibihty is not a desideratum,
while if, as we are much inchned to beheve, the I
section makes a safer rod, the question of a few
dollars more or less should not be regarded at all.
A comparatively small number of rods are manu-
factured in railroad shops throughout the country,
and although economy in small matters is highly
commendable, we should as readily advise the use
of inferior bridge construction as to sanction an
attempt to save money by the employment of any
thing short of the best means known for connect-
ting the driving wheels of a locomotive. We have
yet to hear of a reputable firm of builders who
insert an extra charge for fluted rods.
A good feature of the I section rod is its light-
ness. Taking a couple of recent instances where
the conditions were identical a "fish-belly" rod
had an average cross section of about eight and
one-half square inches, while the I section
was about six. When we recollect that every pound
put into the revolving parts of a locomotive
means that much more weight to be balanced,
the moral of this is obvious. For those who are
fond of going to nature for their designs and illus-
trations we may point out that the wing bones of
birds are hollow ellipses in section ; cut the ellipses
in half along the major axis, place the two halves
back to back and we have a rude likeness of the
letter I. The foregoing remarks apply in a less
degree to main rods — less because their motions
differ from those of side rods, and their stresses are
not identical. In conclusion we may sum up our
views as follows:
1. The use of solid bushed side rod ends is de-
sirable on all classes of engines, for every kind of
service, on roads that are not extraordinarily dusty.
2. Strap ends with adjustable brasses are prefer-
able on very dusty roads.
3. Solid ends with adjustable brasses should
not be used, except for the front end of main rods
where no flanges are required.
4. Solid bushed ends are advisable, when cir-
cumstances permit, for the front but not for the
back end of main rods.
6. Bodies of I section are the best for the side
rods of fast-running engines.
6. Bodies of I section may often be advanta-
geously employed for main rods. Its use is not
essential, but should be governed by circum-
stances.
THE RAIL^VAY MASTER MECHANIC.
Beceubeb, 1890.
ARE VOIT IX THE JUT?
Xo man who is in charfje of the locomotive or
car eqmpment of a railroad is willing to be con-
sidered nnprogressive and opposed, or at least in-
different, to improvements. Most men of this
class would be decidedly uncomfortable in their
f eelings if they thought that they bore such a
reputation among their fellows. But it is a fact
that there are some who bear just such a reputa-
tion. Xo one looks for new devices or new
methods on their roads or in their shops. They
shed no new light on any subject, nor do they
help to settle any of the problems which confront
the mechanical engineer or the practical scientist.
They are not expected to follow up the ever ad-
vancing lines of the best practice.
In some cases this indifference to progress re-
sults from the policy which has been established
by the higher officials of the road. A chief man-
aging officer of a railway can paralyze the aspira-
tions of his subordinates to linow and practice the
very best in all things. A great deal of the fail-
ure to keep abreast of the times — the holding on
to imperfect methods which one sees--can be traced
to the very place where the cause of it dwells —
the office of the general manager. If the master
mechanic feels that his superior officer has no in-
terest in the efforts which he may make to keep to
the front in all the details of his department, that
he is impatient of experiments and tests, that he
looks with disfavor upon evei-y suggestion of
change which involves expense and measures
everything by the standard of immediate gain in
dollars and cents — if he is under such influences
he will naturally become uuprogressive — they
would inevitably discourage the most intelligent
and enthusiastic subordinate in his efforts to at-
tain to the very best in all matters in his depart-
ment. Under such management the bright, am-
bitious master mechanic — if he does not resign —
will drop into a rut, make as few experiments and
changes as possible, and in a few years cease to
take interest in what improvements are being
made or what better methods have been worked
out on other roads. .
Buch men, however, know that they are in a
rut, and will adnit it. But there are some who
are trundling along in the rut of narrowness or in-
dolence who don't know it. If their eyes were
once fairly opened to the fact that they are behind
the limes, that they are missing opportunities for
reputation and higher position, they might get out
of the groove and become active contestants in the
honorable rivalry for the high reward of struggle
and success in their chosen field.
If one's practice now is just what it was years
ago, he is surely in the rut. If one is not every
now and then finding a better way of doing some-
thing— a better design, a better combination — he
may suspect himself of being in a groove. If one
does not attend the associations, never goes near
the club meetings and has no time to read the
railway papers — he is either in the rut or else dan-
gerously near to one — and one that will be hard to
chmb out of, once in it.
In conclusion, beloved brethren, this brief dis-
course is preached to you that you may apply it,
not to yourselves, but to the other fellows. That
is what sermons are for — to make one feel how
nicely they fit somebody else. But we are glad to
know that there are so many railway men in this
country who are not in the rut and who are fast
making American railways and railway practice
on of the greatest and most wonderful things in
the world! There are many of these men whom
we know. If they had taken to business they
would have been leaders in the business world ; if
they had chosen law and pohtics they would have
been pillars of the state; if they had trained
themselves for teaching they would have become
presidents of colleges or professors of high re-
nown. Whatever active path they might have
chosen among all that wind through the great
fields of life they would have been at the front;
they would have been numbered among the strong
successful few. And in the path which they did
select they are forging to the front. They try to
look deep and still deeper into the laws of nature
which it is their business to master and guide.
They endeavor to see and to understand. They
seek for the real causes of things. They try to
get at Uie actual and unalterable truth. They j
love their work- -they are proud of it, they are 1
satisfied with its just and clean rewards. They |
bring to it an enthusiasm which makes all its de- j
tails mteresting. They are helping to the solution
of great problems. No men more than they are
working at once for the present and the future.
They are strong men — they are good men — and
the Kailway Mastkr Mechanic wishes them one
and all Merry Christmas and a Happy New Year.
I.EU.VI, NEll
IPI'I.IANCI
It is a general rule of law, well settled by the
courts, that within reasonable bounds an employer
who employs servants in the use of machinery,
must furnish them with appliances which may be
used with the least possible degree of danger.
While the law imposes upon the employer the
duty of furnishing safe appliances, it does not re-
quire that they shall be so constructed that no in-
jury can be inflicted by them upon employes,
under any circumstances. When by the
nature of the use to which it is put a ma-
chine must be so constructed that in the
proper use of it there is still great danger of in-
jury to the workman employed about it, he is pre-
sumed to accept that as one of the risks of his
employment, and take upon himself the conse-
quences. But this is conditioned that the master
shall have done his duty, and furnished machinery
which is as safe as can be provided.
In the recent case of the Chicago & Eastern
IllLnois Railway Company vs. Haines, decided in
Illinois last March, the court say upon this point:
The burden of furnishing safe machinery, applian-
ces, surroundings, etc., is upon the master; and,
while the master is not to be held liable for defects
and dangers of which the servant is fully informed,
yet the servant is authorized to rely upon the acts of
the master in that respect, and is under no primary
obligation to investigate and test the fitness and
safety of the machinery, surroundings, etc., in the ab-
sence of notice that there is something wrong in that
respect. And, necessarily, much more is the servant
entitled to assume that his master has furnished him
with suitable and safe materials, machinery and sur-
roundings, and relieved him of investigation and in-
quiry in that regard, where, as in the present in-
btance, the performance of his duties requires con-
stancy of attention to other matters. A man whose
attention is constantly directed to moving cars, and
their coupling and uncoupling, cannot possibly give
much attention to the ties, switch bars, etc., over
which he may from time to time have to pass.
This very clearly states the rule and the reason
for it, in its appHcation to the conduct of railroads.
In a case decided a few months ago in Texas,
one of the points at issue was whether or not the
use of a square tank engine in a switching yard,
where sloping tank engines are usually used, was
neghgent. The trial court charged the jury that
if they found that the form of the engine contrib-
uted to the injury, they might consider it as an
element of negligence on the part of the company.
This was objected to by the company and on ap-
peal the correctness of this statement of the law
was affirmed. Nor did the fact that the servant
who was injured continued to work in the yard,
where he knew such an engine was used, affect
the right to recover, for, say the court:
The law does not under any circumstances exact of
him the use of diligence in ascertaining such defects,
but charges him with knowledi-e of only such as are
open to his observation. Beyond that, he has the
right to presume, without inquiry or investigation,
that his employer has discharged his duty of furnish-
ing him with safe and proper instruments and ap-
pliances. The evidence discloses that the deceased
could see that the engine had a square tank, but it
fails to show that he was aware of the different de-
grees of danger between the use of that and one with
a sloping tank, or that he understood the nature of
the danger to himself from the use of the square
A similar question was involved in the case of
Galveston, Houston & San Antonio Bailway Co
vs. Garrett, lately decided in Texas. A passengei"
engine with a goose-neck coupler was sent oui
from the roundhouse to be attached to a freigh j
train. A brakeman who had been employed bui
a few months, attempted to make the coupling
supposing the engine to be of the ordinary freight
type. He was injured by reason of the g
neck, of which he had no knowledge and now
ing. The court say on appeal ;
There is an implied contract on the part of a rail-
way company to furnish its employes reasonabl afe
and suitable machinery— not the best and ni [im-
proved, but such as is reasonably safe and al |.ted to
the work to be performed. It is bound to ordinary
tare in this respect. If the company by negligence
fail to furnish such machinery and appliances, by
reason of which its employe in the discharge of his
duty, ignoiant of the defect, and not chargeable with
constructive notice of it, and at the time exercising
due care, is injured, the company would be liable.
If the employe does not know of the defect and could
not have ascertained it by ordinary care, and the
company does know of it, or is under the circum-
stances chargeable with such knowledge, it is re-
quired to warn the servant. He was warranted in
acting under the assumption that the machinery was
safe, and was adapted to the service in which it and
he were employed. He had the right to expect that
the machinery was sale and suitable. He assumed
the risks ordinarily incident to such employment,
and such only as he knew existed, or might have
known by ordinary care. Plaintiff's evidence shows
that there was usual, risk, not uncommon in such
employment; that he was not warned of it, did not
know It; and that he had been working the whole
time of his employment with the ordinary train en-
gine, from which the jury rjay have concluded that
he was not chargeable with knowledge of the de-
fect, or the want of the exercise of ordinary care. It
was also clear that plaintiff did not know of the dan-
gerous character of these engines.
These cases, taken at random, serve to illus-
trate the principle involved in the responsibility
which rests upon railway companies to furnish safe
appliances. The master mechanic is the respon-
sible head upon which this duty falls. He is the
vice-principal who stands as the company to
those he employs, and he is bound either to pro-
vide safe and proper apphances, or serve upon
those using them ample notice of any defects
which exist. Lack of care in this regard has fur-
nished the ground for many recoveries at law,
which might have been frustrated by due precau-
tions as suggested.
UKNKFIT ASS
There has recently been considerable thought
given to the possibility of extending the usefulness
of railway relief associations, by making the mem-
berships between such associations on different
roads more or less interchangeable. In this way it
may be possible to give all the benefits to the em-
ployes that are now received from the protective
feature of the trades unions, and at a much less
cost. It is the protective feature that induces a
large majority of the better class of workmen to
join the trades organizations. If the companies
can offer greater inducements than the unions, the
effect should be to render labor conditions much
more stable, and to increase the good feeling be-
tween the men and the corporations employing
them.
From the railway standpoint, objections may be
raised to such interchange of relief memberships
on the ground that if the men are offered equal
benefits everywhere there will be no more induce-
ment to them to work steadily for one road than
formerly, as the ease with which they can trans-
fer their memberships will prevent their staying
in one place. It is not intended, however, that any
transfer of allegiance shall carry with it full rights
to all benefits. While on one hand it would be ad-
visable to do away with some of the disadvantages
which now attend the membership in railway re-
lief atsociatious, it should still be made to the in-
terest of the employes to stay permanently with
one concern. For instance, as far as the simple
death benefit is concerned a member should be al-
lowed to go from one company to another without
any increase, or but a slight one, in his rate of pay-
ment, not making him fully liable to the age re-
strictions in the new company which he would be
liable to as a new employe pure and simple. On
the other hand if there were in force a pension
feature upon the road he joined after leaving an-
other, he might be expected to come in on the
basis of all newcomers. As the employe did not
stay on his original road the latter is of course not
bound to look out for his old age, and on the new
DECEMBER: 1890.
THE RAIL^VAY MASTER MECHANIC.
2"!
road he is only valuable according to the time he
baa actually been in its service. These two cases
are taken at random, but they serve to illustrate,
we think, the methods that might be urged in pre-
senting a scheme of transferring which would be
of advantage to both the company and the i
This whole matter is still in its infancy, as but
few roads have made any attempt at the estabhsh
ment of a relief organization. We think, however
that the future will show a constant increase it
the number of companies organizing and aiding
such associations, and that roads so doing will find
the venture a sound business investment. The
adoption of a carefully considered plan by which
members may be transferred on equitable terms
from one organization to another, when changing
roads, would greatly aid in the formation and sue
cessful maintenance of such associations.
The communication from Mr. Frank Phelps on
another page is evidently the production of a man
who thinks for himself. Weare very glad to receive
such contritiutions. Our columns are always open to
the discussion of questions growing out of the rela-
tions of employers and employes. Such questions
are of great importance, and we will cheerfully give
a hearing and fair treatment to any employe or em-
ployer who has definite and clear ideas thereon.
NOTES OF THE MONTH.
The .Strong engine which was built for the Santa
Fe is to be compounded. She will be given an ordi-
nary tire-box, for the reason, as we understand it,
that the present one cannot be kept tight for want of
circulation. We understand that the bare hand can
bo loft with impunity upon the lower partof the pres-
ent tire-box. Circulating pipes have been added, and
these have helped the matter some, but not enough
to save the box, which, as we have stated, will be re-
placed with a common fire-box. This locomotive
will be still further stripped of its characteristic
features by the removal of its special valve motion.
This motion has been found upon the Santa Fe to
develop great wear and lost motion, and will be re"
placed by the ordinary link motion. Still further
change will be made by adding another pair of
wheels. The engine will thus be metamorphosed
into a 10-wheeler, with ordinary fire-box and valve
motion, and will then be modernized by compound-
ing her. The case reminds us somewhat of the boy's
jack-knife, which was first given a new blade and
some months later a new handle, when the question
arose as to whether it was the same old knife or not.
On the line of the Chicago, Rock Island & Pacific
railroad at the small station of Tiskilwa, which is
about 12-5 miles from Chicago, there is to be found
one of the best, and at the same time the least ex-
pensive to maintain, of the water stations on the line
of that road. The village is situated in a valley
surrounded by hills and the supply of water is
brought down from the hills through pipes to the
large watering tanks at the station. At the source
of the supply, which is obtained from a small stream
fed by springs, there are two tanks constructed, the
tops of which are on a level with the surface of the
earth, and through which the water is peissed, in
order to extract the foreign substances, before pass-
ing into the pipes leading to the tanks at the station.
The water procured here is of an excellent quality,
and nearly all trains on the road stop to get a supply
of good water. There are two large supply tanks,
one located on either side of the station, at a con-
venient distance so as to enable trains to take a sup-
ply of water while stopping at the station. From
the source of supply to the tanks at the station there
is enough fall to carry the water by gravity to the
tanks, thus doing away with the necessity of pump-
ing and the consequent expense of erecting and
maintaining a pumping station. The water main is
tapped for the use of the street sprinklers used in
town, and also for the use of the stock yards near
the station. The tanks are of large capacity so that
in case of a freshet, the water can be shut off from
the tanks,'.tor several days, and still there will be a
sufticient supply of clear water on hand. The en-
gineers on the road say that the water obtained here
is the best on the line, and that they can obtain bet-
ter results from it than from any other station. The
dining cars also frequently replenish their tanks at
this place. ^%
The Missouri Pacific shops at Osawatomie, Kan.,
are to be lighted by electricity and heated by steam.
These are the most extensive shops on the (ioi
southwest system west of St. Louis, and are fu
protected from fire by a system of waterworks which
is owned by the company.
The new shops of the Memphis A: Charleston Kail
road at ShelBeld, Ala., are nearing completion, and
are to be equipped with $120,000 worth of machinery.
It is the intention of the company to move the shops
at Memphis and Huntsville to Sheffield, and to i
the ShelBeld establishment the principal sho
the road.
A rather new locomotive furnace door rirg is used
on the Intercolonial Railway, it being the design of
Mechanical Superintendent Whitney, of that road.
The accompanying sketch will explain the construc-
tion of this ring. Fig. 1 shows the manner of applica-
tion, .showing how the edges are rolled over the
she.-ts after the manner of the rolling of a boiler
tube. Fig. 2 shows the finished ring ready for ap-
plication. The stay bolts are put in in the usual
manner, but care is needed, however, in riveting
them, not to unduly strain the sheet near the ring.
.m^
This form of ring is cheap in construction, and it
facilitates repairs, for in case of rupture of either
sheet a patch can be attached to the same ring.
Another point of advantage is that neither outside
nor inside sheets are disturbed by Hanging. Many
back heads have been spoiled in appearance by
patching a cracked door flange, the crack of which
was caused at the time of construction. Taken alto-
gether, this ring looks as though it would ultimately
prove a desirable form of construction. Many of
these rings are in use on the Intercolonial Railway,
and so far no bad results have been experienced.
That there should be need of issuing instructions
of the nature of those appended to this note appears
almost strange. It would seem that any storekeeper
or master mechanic in charge of stores, worthy of
holding his title, would attend, without prodding, to
the simple duties here laid down. But many do not,
and a prominent road finds it necessary to issue the
following memorandum relating to the care of
stores:
The stock of new material carried at each place
should be so ordered and held that the needs of the
service can be best mot without any accumulation of
surplus or unstandard material. To this end close
attention to the monthly itemized stock report is
necessary. No articles other than standard should
be kept in stock when regular standards have been
established. In case anything is needed different
from the adopted standards, such material will be
purchased upon regularly approved requisitions, in |
quantity sufficient for the immediate needs of the
service, but a regular stock of the same will not be
carried. Store houses should be kept in neat condi-
tion, the stock being well arranged with such shelv-
ing, bins or boxes as are necessary to render it easy
to handle and keep it in the best shape. Care should
be always taken to issue broken packages, or store
worn or rusty articles first, so as to keep stocks of all
kinds looking neatly. Packing and unpacking
should be done in one portion of each store house, as
much as possible, so as to leave the rest neat.
•^ type of car couslruction being used on the In
tercolonial Railway, on all cars which are built bv
that road, is worthy of notice although know^,
an'1 followed on several
other roads. This detail
which is shown in the ac-
companying cut, relates to
the manner of putting in
the side bracing. The
usual diagonal bracing un-
der the belt rail is not used,
but a solid siding is put in
from end to end of the oar
between the belt rail and
the side sill. This siding,
U-in thick, is gained at
each stud, and each stud is
gained into it. These gains
are scribed after the siding
has been placed in position
in order to give the proper
angle to the gain caused
by the crown of the car.
After the sides are scribed
they are taken down and gained, well leaded and
finally secured in place. The surface is then planed
and the outside sheathing then glued on. The
whole makes a very solid and stiff wall. Its strength
is evidenced by the fact that in a very serious colli-
sion this detail successfully withstood very consider
able thumping.
On the Toltio-Kioto Railroad, in .Japan, there are
now two American built locomotives, running in com-
petition with two English built locomotives. These
engines are kept, as far as practicable, in the same
service, working on a mountain grade of 132 ft. per
mile for 10 miles of the distance. The American
locomotives were built by the Baldwin Locomotive
Works, while those of the English build were made
at the works of Nasmyth, Wilson & Co. The loco-
motives are running in competition with each other
in an attempt to prove the respective merits of
English and American built engines.
The accompanying sketch illustrates a convenient
method of showing the manner in which tracings
prepared for blue printing are sectioned and treated
in draughting offices. The outer blank circle is left
open for colors corresponding with the inner shaded
parts and the small open circles for bolts and rivets
are similarly provided. This diagram printed on a
stout card, and with its colors printed or painted in,
forms a very attractive and convenient little pocket
MACHINE BOLTS.
O
O TAP HOLTS.
piece for those unfamiliar with the symbols of the
drawing room. Mr. A. Wankel,mechanical draughts-
man of Chicago, designed this neat little device.
His symbols, both in form and color, are closely in
accord with accepted standards, if indeed it is safe to
say that there are accepted standards. There is
something like general agreement throughout the
THE RAILWAY MASTER MECHANIC.
Beceubeb, 1890-
country upon the leading symbols, but variations
fiom them are yet so common that they cannot be
said to be "standard."
In studying out economical methods in railroad-
ing, attention should be paid not only to what is done
hut to how it is done. A good feature of practice
may be rendered comparatively worthless by neg-
ligence in its daily application. The simple matter of
'eaning passenger cars would appear to be one that
could be safely left to the care of a plain order to
'■ijlean the cars;" but it is a fact that it cannot—
at least if the economy of time, labor and
material is considered. The Chicago, Burlington &
Quin-^y R. for one, has discovered the truth of this
proposition and has issued elaborate instructions to its
foremen and othei-s in charge of car cleaning, telling
them not only what to do in cleaning, but how to do
it and what to do it with. Fourteen general rules
cover this matter, and with their introduction read
as follows:
In order to secure uniformity in cleaning passenger
equipment, the following rules, in their order, should
i-ed for the guidance of all concerned, until otherv
wipers and truck clean-
Sweep platforms and wipe
hand-raMings.
Inside dusted and wood-
work wiped.
The duty of the inspector
will be to examine
thoroughly on arrival,
note and report repaii '
i on the outside
and inside; when car
cleaned and ready for
service, to make a haal
inspection, and see that
the cars are in perfecr
order and ready foi
passengers.
Tools
I'Ul fuel boxes.
Jar dust down from sash
and dust off.
Sweep and mop the door.
Clean saloon and wash-
Clean and fill water-tank.
Lamps trimmed, filled and
cleaned.
Close windows and wash
on the outside, washers
to be followed by window
These general rules, (which, it should be stated
are directed to be followed in tlieir order) are supple-
mented by detailed instructions, specifying the
service required in cleaning the car body, the steps,
the floors,the seats etc., and also specifying the tools
and material required in each case. These instruct-
tions we append:
C'ii\MM. Hon\ . — Service required: Wash sides and ends
',',; , li.ws outside. Tools used: l-in. wire
nt: car wash brush. Material: Water.
acks to be painted with asphaltum
J.;. - I' .\i^, — Service required :Sweep and wash.
Totils used : Broom, I in. wire wrapped hose. Wipe hand
railings. Material: Waste: Paint hand - raiUngs
with asphaltum paint as often as required. Polish brass
hand-railings. Material: C. B. & Q polishing paste.
Step sides, wipe. Material: Waste anu kerosene oil
Cleaning Tki'cks. — Service required: Wash and wipe.
Tools used: Worn out car wasn brush. Material: Water
waste and kerosene oil. Waste or rags when tnough with
by inside cleaners can he used for this purpose.
Deck Lights.— Service required : Dust aud wipe
used : Feather duster and rags. It is necessary
ally to wash embossed glass with soap and water.
Lam'i-s.— Service required: Fill, trim and wipe lacquered
lamps. Tools used : Trimmers. Material : Rags. Polish
silver-plated lamps. Tools used : Silver polishing brush.
Material: Soapsuds, rags and powdered whiting. Coach
trimmings to be cleaned with same material as the lamps.
CfsnioNS.— Service required; Beat and brush, seats re-
moved and beaten ; while out, the seat backs are beaten.
Tools used : Uattan beaters, old car wash brushes and
whisk brooms.
Stoves.— Also to include heaters, zincs and pipes. Service
required: Clean heaters, stoves zincs and pipes and fuel
boxes. Tools used: Old feather dusters, stove polish
bru8r.es,8ponge for zincs, old car wash brush and counter
brush. Material: Stove polish, warm water and soft
soap. Baker heater pipes to be thoroughly tested at least
once a year; stoves should he polished at times when
practicable.
Blinds.— Service required: Open windows, blinds jarred
and dusted. Tools used: Closed band, or small rubber
hammer, feather duster, window lift. Material : Rags.
Fi.ooKs.— Service required: Sweep; ice and fill water
tanks: mop and dust. Tools used: Broom, feather
duster, mops. Material : Water. In smoking and foul
smelling cars soap can be used, and afterward sprinkle
with liquid deodorizer to purify the car.
S.U.OOSS.— Service required : Floor washed, urinals and
hoppers cleaned. Tools used: Brooms, mops, scrapers.
Material: Soft soap and warm water. When foul each
urinal shold be burned out with nitric acid. Urinals
kept supplied with "tablets."
WiNnow.s. — Service required : Wash and wipe. Tools
used : Sponge, waste and chamois. Material : Water,
whiting or tripoli.
Inside Woodwork.- Service required: Window sills, arm-
rests and woodwork, deck lining, rattan furniture dusted
and wiped. Tools used : Damp sponge and rags. Material :
Water.
Aisle Stuii" and Caki'hts.- -Taken out and beaten each
round trip. Tcols used : Brooms and beaters.
Wash STAM»>.--Clean marble and washbowls, and fill
tanks. Tools used: Waste and scrub brush. Material:
Sapolio.
Head Linings.— Wash when needed. Tools used : 5—0 car
scrub. Material : Mild solution of soft soap.
All this may appear like an undue retinement of
"system," but we will warrant that it will- -pay if
followed up closely.
The form of tire door ring shown in the accom-
panying cut has been in use for some time upon the
Canadian Pacific railway, and has fully proven its
worth. Mr. Preston, the mechanical superintend-
ent of the road, is very well pleased with the results
obtained with it in practice. The hole is elliptic in
form, and is 16 in. long, by 14 in. high. As it will
¥m:r
be seen, it is formed by Hanging the two back plates
outwards and inserting a welded sleeve of York-
shire iron .5 13-]li in. wide, by S-in. thick. This
sleeve is riveted to the inside plate before the bo.x is
put in place. The flange of the outer sheet extends
beyond the sleeve to form a backing for calking, and
to allow a fit for the fire door. This construction
gives no trouble in leaking, and its flexibility allows
the inside sheet perfect freedom for vertical expan-
sion and contraction. In this particular the con-
struction has been found especially valuable.
It is somewhat surprising that railroad and manu-
facturers' draughtsmen, in making working prints
from their tracings, do not make more use of the
Pellet process of blue printing— in which the lines
of the tracing are reproduced in blue, on a white
background, instead of thecommon process in which
the lines are white and the background blue. It is
quite likely that the use of the print with white
lines has become a habit, and is mainly tolerated on
that account. Certainly the blue line copy has many
advantages. It is more nearly a reproduction of the
original tracing, and the lines and dimensions are
more easily read than are those of the white-line,
blue-ground print. If any alteration in a design
must be made for a special purpose, and but few
prints are wanted, with the Pellet process it is a
very simple matter, when printing, to stop out the
part which is to be changed with a piece ol opaque
paper of the right size, when there is left in the
print a white ground on which to draw the altered
design in black ink. It may be objected that for shop
use the white background variety will be too easily
soiled, and must consequently be too often renewed.
But when mounted and varnished, as all well regu-
lated shop prints should be, experience has shown
that the blue line and white ground is as lasting as
its more successful rival. When the blue line print
is preferred in as large and successful a shop as that
of the Baldwin Locomotive Works, and used in all
its departments, including the blacksmit ^ shops aud
foundry, it is safe to consider the Pellet print as
practical. It requires from -5 to 1-5 minutes to print
the ordinary blue print. The Pellet print need be
exposed but as many seconds, if the paper is fresh;
possibly five minutes it the paper is several months
old. This difTerence is quite an advantage in cloudy
weather. The Pellet process is nearly as .simple as
the ordinary, but requires somewhat more space in
a blui: print room, as it needs two more baths.
Mr. C. F. Ward, master mechanic of the St. Paul
& Duluth gives $10 to any engineer, fireman or wiper
who discovers a crack in a side rod a quarter of an
inch deep, and finds that it pays. His theory is that
a side rod does not break all at once, but that a crack
starts and grows. This principle of giving rewards
for extra vigilance in detecting defects in the im-
portant parts of rolling stock might perhaps be car-
ried further to the advantage of all parties con-
cerned.
While recently visiting the B. & O. shops at Balti-
more the writer was fascinated for the space of a half
hour in watching the movements of several switch
engines in the yard, which brought vividly to mind
the illustrations he has seen of early locomotives.
Judged by modern standards these switch engines
are certainly " fearfully and wonderfully made."
Imagine a push car, perhaps twelve or fifteen feet
long, mounted on eight coupled wheels, on one end
of the car an upright boiler, next it two upright cyl-
inders, their pislons coupled to walking beams
eight or ten feet above the car floor ; these in turn
coupled by rods to a crankshaft under the car Hoor,
and this shaft geared to one of the axles. If your
imagination is equal to this flight you have a fair
idea of the B. & O. " Grasshopper." In strong con.
trast with this, and indicative of the progressive
spirit of the modern railroader, was a locomotive of
the latest design which the B. & O. is fitting with the
Ries electric traction appliance for the purpose of
giving this device a practical trial.
To one who is not accustomed to the sight, the
iron cowcatchers of the Pennsylvania Railroad
freight engines look odd enough. With their thin
rods, they-do not look to be as solid as the more
cumbersome wooden variety, but that does not prove
that they are less effective when there is business on
hand. In case of a collision, with either variety,
the probabilities are that the catcher, as well as
the catchee, will be dislocated, if not in the same
degree, at least to such an extent that their sym-
metry will be decidedly marred, and that both must
be sent to the hospital for repairs. In this event
the iron cowcatcher has a decided advantage, in that
it may be bent back into shape, and like the rejuve-
nated hat of the stove pipe variety, be as good as
new. The wooden variety of catcher under similar
circumstances would, in all probability, be damaged
beyond repair and be fit only for kindling wood.
The Schenectady Locomotive Works are now
building another compound locomotive lor the Mich-
igan Central railway, which is a duplicate of the
first one built, with the exception that the driving
wheels will be increased to 74 in. in diameter. This
company has also lately placed a ten-wheeled com-
pound on the Santa Fe road, and is now engaged in
altering a twelve-wheeled locomotive, belonging to
the Southern Pacific, into a compound. This engine
before being altered had 20x26 in. cylinders, while
the new cylinders will be 20x26 in. and 29x26
in. When the engines mentioned above are
placed in service, there will be seven Schen-
ectady compounds in service in this country.
The Baldwin Locomotive Works are building one of
their four cylinder compounds for the Northern Pa-
cific Railroad, and six for South American railways.
These, with the engine already built for the Balti-
more & Ohio, and one already sent to Mexico, and
one to South America, makes 10 in all for this com-
pany. The compound supplied by the Rhode Island
Locomotive Works to the Union Elevated. Railroad,
of Brooklyn, is in service and giving satisfaction. It
is the Union Company's ordinary engine changed
over to a compound of the two cylinder type. The
cylinders are IHxlB and 18x16. The Rhode Island
works are building an 8-wheeI compound for the
Macon Construction Company. The two cylinder
compound which the Chicago, Burlington & Quincy
is building for itself from its own designs is rapidly
nearing completion. As stated elsewhere the Santa
Fe is changing its Strong locomotive into a two cyl-
inder compound.
December, 1890.
THE RAILWAY MASTER MECHANIC.
fSc^€ ofMrayrt/tgc-
-^e-
— Cajt /ron. — -y>'rou^/ie //n
- Caj/ jy«/
W- '■'
— Te^/etS £^ £^elofrer r^T^f .^a/rd earner —
EXPLANATION orDRAWINOS;
c.cS^N-w.Ry.,""::^
-.B(U*il orZmA
A MBTHOO OF FILING DRAWIKG8.
It is essential in motive poweiolfices that the trac-
ings and diawings should be methodirally cared for,
and every chief draughtsman strives to place in
practice some system which will ensure tlieir preser-
vation in a clean condition, and in such a manner that
they may be readily referred to. The system followed
b> Mr. E. B. Thompson, chief draughtsman of the
motive power department of the Chicago & North-
western at Chicago, posesses several points of interest
and value, and for the benefit of our readers we give
herewith a brief description of that system, together
with such sketches as are necessary to make it clear.
One of the first requirements is, in any sys-
tem, that a series of standard sizes of draw-
ings be established that will cover the range
of work done in the drawing room. The sizes
shown in the illustration have been in use
in the motive power office drawing room of the Chi-
cago & Northwestern for the past two years, and
have met the requirements of all classes of work
done in that time. The largest sheet is :;4.x.Sfi in..
and the others decrease in regular order— 1S.'(24 iu.,
12x18 in. an(^8xl2 in. It will be noticed that a
wider space is used for the margin at the left side of
the sheet: this is for convenience in binding a series
of drawings together, as, for instance, a complete set
of drawings of an engine or car.
-9032.
/8'j<S'/'
^a:y-90
Q/^maer /br j:72^. Class S-2.
■\r^ii
•^S:
Or/l /9'x S^-
^/i*♦--
gs>^ 1
The title of the drawing is always placed at the
right hand lower corner and a uniform style of let-
tering used. This is done to preserve the uniform
api>earance of the drawing,andso that when the trac-
ings and prints arc filed away the title will always
appear at the front of the drawer and in the right
hand corner.
- A sUindard section lining is also used, more to in-
dicate that ditferent materials are used in the con-
struction of various parts than to show what that
material is. The name of the material is always
added to the section on a drawing.
The number plate of the drawing is also placed in
the lower right hand corner, and a part of this plate
is blackened, that the space will show white on Ihi-
blue print, so that ink may be used in giving the
print a serial nuxber, which number is never dupli-
cated. A record is kept of the date the print is
taken and the person to whom it is sent.
The prints and tracings are placed flat in drawers,
in regular order, according to the number of the
tracing, so that when the number of a tracing is
known it may be quickly found and returned toil-
place without recourse to a catalogue. These draw-
ers are placed in a case having doors in front to ex-
clude dust. The drawers have no fronts, which
204
THE RAIL^A^AY MASTER MECHANIC.
Deoesibeb, 1890
makes it moi^ convenient to remove and replace the
prints. It often happens that there will be a series
of drawings of details of an engine, car or machine;
in this cjise the general plan is given a number, and
the details are given the same number with a letter
affixed. These drawings will follow the original
number in the drawers, according to the affixed
letter.
The catalogue, which has been found very conven-
ient, is what is known as a card catalogue. When
each drawing is completed, a card, 3 in.. by -5 in., is
filled out by the draughtsman, giving the title, num-
ber, size of drawing and the date. This information
is always placed in the same position on the upper
part of the card. The lower part is reserved for any
special information which would be convenient to
know, for instance, (as shown in our engraving,) a
sketch showing the more important dimensions of
the cylinder .shown on the drawing, and its pattern
number.
These cards are placed on their edges in a drawer
and are arranged according to subjects, that is, all
cards of similar details are placed together and ar-
ranged according to the class of engine, car or
machine to which they belong, or according to the
size by which the piece is known.
A great advantage in cards is, that as new draw-
ings are made, the index cards may be inserted in
their proper place, and their size is such that a large
amount of information may be given — which is often
just the information needed — without referring to
the drawing. It will be noticed that the same cata-
logue applies to both tracings and prints, each being
filed in their respective cases according to the same
numbers and in the same order.
ft ST. L. KY. AT
The arrangement of the Delaware street coach
yard of the Cleveland, Cincinnati, Chicago & St.
Louis Railway at Indianapolis is very neat. The yard
has been fitted up under the direction of the mechan-
ical department of the road, through whose courtesy
we are enabled to illustrate it. The track, arrange-
ment shown wtis made before the/Jard was fitted up,
and is now being remodeled to provide for a better
location of the rails. It will be noted that board
walks are placed along the yard between the tracks,
and that the yard is supplied with water pipes, steam
and air pipes for heating and testing cars, and con-
venient flush hydrants for coach cleaning purposes.
The track buffer or stop is simple and durable, and
does not interfere with the work of the car inspectors
when inspecting trucks, as the ordinary type of
bumping post would. The trestle for cleaning cars
is important, as it gives the men a good chance to
cover a maximum of surface with a minimum of
moves. It will be noticed that in the fencing which
surrounds the yard the board pickets are carried up
only six feet high, the remaining two feet being pro-
tected by two lines of barbed wire.
The building, it will be seen, is of a neat and per-
fectly simple architectural design. The disposition
of its floor space is clearly shown in our plan, which,
with the note, clearly shows the use to which the
various spaces are put. There is a table in the boiler
room used for cleaning lamps and chimneys and
trimming lamps. There is also in this room an air
lETAILS OF SAME-C, C, C. & ST. L. RY.
1>ecembee,
THE RAIL^A^AY MASTER MECHANIC.
pump foi- testing air brakes, so as to enable car in-
spoctors and repairers to see that everything is all
right before the cars leave the yard. The pump is
also used for raising oil out of barrels into the oil
tanks.
Taken altogether the entire outfit is very neat in
design and well calculated to expedite the handling
of coaches.
AIB BRAKES— WHEK AND WHY THEY FAIL.
The following interesting communication ap-
peared in the New York Tribune of October •£!•.
To the Editor of the Tribune. .
Sik: On account of my absence I have just noted the
leiterof Mr. A. Sinclair on the subject of "Reputed Fail-
ure of Air Brakes" published in your issue of August 27.
HavinR had quite an extensive experience with the use of
air brakes, I am familiar with some facts in connection
with the subject which may not change the claim made by
Mr. Sinclair, but may throw some light on the reason why
air brakes may apparently be in proper order and yet fail
to stop a train. _ , .
We manufacture car wheels. The proper and improper
use of brakes is an important factor in the life of wlieels:
therefore we study the subject from a business point of
view, but the results, good or bad, affect human life as well
as merchandise. As a rule, no part of the mechanism on a
car receives more constant or careful attention than the
air brake atlaclmients proper, and, as Mr. Sinclair says,
"ihey cannot fail wiihuut stopping the train," providing
the parts thev operate are also in proper condition. With-
out enlering into a technical explanation of the subject, it
may he said briiflv that the brakes are applied through
I that small i
one inch at each shoe, for the reason
space represents the total amount a
maximum application and the greatest relaxation ; three-
quarters of an inch is about all that safely can be counted
on for actual service.
When the connections are adjusted with new brake-
shoes and everything in proper order, a piston travel of 4
inches will apply the brakes. As the shoes wear out or the
connections give under strains or \^ear at the pivotal
points, the piston travel must necessarily increase to ef-
fectively apply the brakes. The wear of brake-shoes is
rapid, and the total effective travel of the piston is more
than exhausted in the wearing out of one brake-shoe. Con-
stant attention must therefore be given to the connections
to see that they are of proper length, and inspectors at cer-
tain points have this work m charge. As a rule the work
cannot be done until trains are all made up and ready for
departure; the air pressure is then applied, the travel of
the piston watched, and it it is too great the connecting
rods should be shortened in order that the brakes may
be applied with less piston travel and a margin
of safety provided to allow for wear. The very
short time available for this work, the hurry and con-
fusion incident to the departure of trains and the
pressure to gain every moment of time in this age of min-
utes and seconds are serious obstacles to a proper per-
formance of the work; unfortunately, it cannot be done at
any other time unless every car is taken to some point pro-
vided with apparatus for making a test, a practice almost
impossible when the great number of cars in service is
considered, as well as the fact that drawing room and
sleeping cars are often in service for months at a time.
The reports of the Michigan Central Railroad show that
3,316 cars passed Windsor, Ont., in the year ISSU, with the
pistons ot air brake cylinders traveling 13 inches; on such
cars absolutely no braking power was obtainable.
Nearly all ot these were sleeping cars running through
from distant points, the inspection and care of brake at-
tachments being given by different railroad companies. In
transferring the cars across the river from Detroit to
Windsor and vice versa time was afforded for testing the
tributed to the failure of the air brakes should be located
where they belong, and that every effort be made on the
part ot railroad managers to supplement the valuable ap-
pliances now obtainable with every safeguard that can be
found for their effective use. P. H. Gkikfix,
President New York Car Wheel Works.
Buffalo. N. Y.
Following arc tlie subjects which are to come up
before the next convention of the Master Car Build-
ers' Association, together with the committees which
are to report upon them:
1. "Metal for Brake Shoes": G. W. Rhodes, B. K.
Verbryck, E. B. Wall.
3. "Lettering Freight Cars": E. \V. Grieves, G. W.
Demarest, R. D. Wade.
3. "Steam fieating and Ventilation of Passenger Cars" •
J. N. Barr, T. A. Bissell, J. W. Marden, J. C. Barber, W.
H. Lewis.
4. "Steel Plate and Malleable Iron in Car Construction" :
Wm. Forsyth, John Mackenzie, E. D. Bronner.
.1. "Wheel Guarantee": J. J. Hennessey, T. Sutherland.
6. "Joint Car Inspection" : A. m: Waitt, H. C. McCarty,
S. Irvin, H. Middleton, Wm. Garstang.
7. "Air Brake Standards and Inspection, and Care of
Air Brakes on Freight Cars" : J. S. Lentz, Wm. Turretf,
N. W. Sample.
8. "Plan for Maintenance of M. C. B. Coupler Stand-
ards": This will be reported upon by the executive com-
mittee.
Side Blevation.
End Elevation
g^LJjT
m
ra
NOTE.
Casting Rack
0 -Brass Rack
Bolt
n-Lamp Table
Waste
1-Desk
Oil Tanks
J -Chimney nack
Water Tank
L-.Vlr-rump
Plan.
BUILDING
COACH YARD-C., C, C.
the medium ot rod connections, etc., operated by
the air brake mechanism. When the brakes are applied
compressed air is admitted into the air cylinder under
each car, the piston is moved forward by the pressui-e, the
motion is communicated through the rods, levers, etc.,
forming the brake connections, until the brake shoes are
applied to the wheels. The air pressure used is about 7U
lbs. to the square inch. It is manifest that this power, sub-
divided and applied through eight or more brake shoes,
would not be sufHcient to stop a train under headway ; the
power is increased by means of levers in the usual me-
chanical manner with the usual result that the movement
at the outer ends of the rods and levers, i. e., at the brake
shoes, is very much less than it is at the point the power is
applied, i. e., the air cylinder. Some years ago air cylin-
ders were made 13 in. long, but lately this has been in-
creased to 14 in. ; the greater number in use are 13 in. long.
VVhen the air pressure is applied to the cylinder, the piston
head is moved 13 in. To obuin the increase in power re
quired to apply the brakes properly, as stated, this move-
ment is decreased to 1 in. at the brake shoes; thus, when
the piston moves 13 in., the brake shoes move 1 in. If for
any cause the piston movement or travel of 13 in. does not
apply the brakes, they cannot be applied by the air brake
mechanism. The latter may be in perfect order, the opera-
tion of applying the brakes be performed either by design
or accident, and yet the brakes will not be applied if the
piston travel is not properly and effectively communicated
to the brake shoes. Under each car will be found from .30
They
) f t. of the rods, levers and
are under severe strain every ti
are constantly giving and s
The brake-shoes are rapidly
with the wheels when brakes
wear means are provided for shortening the rods and
levers. It is not possible to utilize the total movement of
i referred
3 the brakes are applied, and
stching a little in service.
om out through friction
applied; to take up thii
piston travel and a record taken with the above result. I
do not know of any other railroad company making a sys-
tematic record of the kind. During the last year the Michigan
Central have equipped their cars with indicator3,operating
automatically, that show the exact condition of piston
travel at all times. When the indicator is used the maxi-
mum travel of the piston is always shown, and the neces-
sary alteration to take up wear can be made at any time.
From a careful investigation of the subject on many of
the leading railroads of the United States and Canada, I
have no hesitation in saying that on one-quarter of
all cars in service the braking power is so small
as to be absolutely useless, in . case it is nec-
essarj- to make a sudden stop, for the causes
given above. In every day practice it can readily be seen
tnat in making the usual stops an engineer can handle his
train without difficulty; he knows perfectly the control he
has over it, whether a moderate pressure will suffice, or
whether extra pressure must be used. The latter is always
dangerous, through liability to stop and slide wheels with
entire loss of control. But when danger confronts him and
he must strain everything for an immediate and unexpected
stop— well, we know they are not always made, and that
the difference of a few hundred feet has a terrible result.
Investigation follows; it is said that "the air brakes failed
to work," and that is the end of it. I firmly believe if the
attachments through which the air brake does its work
were always in proper condition accidents from this cause
would be very rare.
The conditions of service above explained are in no way
attributable to any feature of air brake construction or ap-
plication. The manufacturers of air brakes have been in-
defatigable in their efforts to improve and perfect their de-
vices. Without their labors it would be absolutely impos-
sible to run trains at the speeds in practice to-day. It is
only just to them, therefore, that accidents so commonly at-
Bailway Patents Expiring in December, 1890.
Lubricating device for car axles, W. J. L. Moulton, 14.">,33ti.
Car coupling, J. C. Malloy, 145,0i;7.
Sleeping car, G. H. Lindner, ]4."),113.
Car seat, P. W. Nolan, 145,329.
Safety attachment for trucks, G. O. Offen, 14.5,r33.
Utilizing old rails. G. Fritz, 145,lfi6.
Railway time signal. Fend & Stevenson, N.^.O.^?.
F. L. Pope,
14.5,30S.
Elevating and transferring arrangement for cars, W. T.
Beekman, 14.i.t;il.
Car ventilator, M. T. Hitchcock, 14.5,871.
Car wheel, A. C. Fletcher, I4.i,S,58.
liailway crossing, J. Brahn, 145,781.
A recent trip by one ot the slafT of the Railway
Ma.ster Mechanic from Hammond into Chicago
on a New York & Erie locomotive equipped with the
Hutchinson "fuel gas furnace'' gave a geod oppor-
tunity to judge of the efficiency of that device in pre-
venting smoke. The coal used was of fair quality
and the firing was done intelligently, but when the
device was notin use every addition ot coal produced
dense volumes ot smoke. As soon, however,'as the
jets of mingled steam and air were admitted the
206
THE RAIL-WAY MASTKR MECHANIC.
December,
1890.
LETTER
PRcSS
r
STANDING
DESK
BOOK I
1 CASE 1
; "~^
RACK
TABLE
>.
VALVE KEROSENE |1 LANTERN Ij
11 i'
/'
ENGINE
OIL
1
1 TRAP
DESK
1 OIL CELLAR '
^
STATIONERY |
JOURNAL 1
OIL 1
scales/'
i
I
2
WASTE
K
a
\
SAFE
FLOWER
STAND
7\<
f « 1
J
smoke virtually disappeared. A slight darl<ening
in the vapor from the smolie stack was seen a few
seconds after each feed of coal, but this did not last
10 seconds, and then, until the next feed, absolutely
no smoke was visible. It is perfectly sate to assert
that the emission of smoke was lessened 80 per cent,
by the use of the device. No master mechanic who
wishes to put a stop to offensive or illegal smoke pro-
duction by his locomotives need fear that the Hutch-
inson device will be unsatisfactory. If it is used
after being put on an engine with as much intelli-
gence as is required to shovel coal into the fire-box,
it will prevent any violation of smoke ordinances.
HODEL OFFICE FOB A LOCOMOTIVE FOREMAN.
It is seldom that a foreman of locomotive repairs
is given anything very attractive or very convenient
in the way of an office. He is pretty apt to have
simply an imitation desk in some dingy hole in the
wall. There is no reason why he should not be prop-
erly cared for in this respect, but as a rule he is not.
The locomotive foreman of the Maine Central, at
Portland, Mr. J. A. Pinkerton, is particularly for-
tunate as to office conveniences. His office is a model
as regards most of its features. The building itself
is an unpretentious wooden structure 69x2-5 ft. in
dimensions, and about one-half of it is taken up by
the oil and waste room. The sketch which we give
herewith we have drawn from memory, and but
roughly approximates the details of the floor plan.
While this plan gives a fairly accurate idea of the
interior arrangement of the office, yet it can convey
no adequate impression ol the general air of neat-
ness and even elegance which is observable, both
within and without the building. The office is
admirably lighted, there being a window by the
standing desk, one by the table, one at each side of
the desk, one where the flower stand is placed,
and one further to the right toward the entrance.
The entire interior of the office is finished hand-
somely in stained white wood, and a tasteful frieze
is painted upon the walls. The floor is of oiled hard
wood. As will be seen, a wash room is provided,
and also a vei-y convenient closet for stationery,
which is fitted with conveniently arranged shelves.
The office is heated by steam, as is the store room.
As the employes enter the office on business, they
are kept from rudely rushing in upon the occupants
of the room, as some employes always will unless
checked, by means of a low railing provided with a
gate. The longer dimension of this railing is sur-
mounted by a rail board over which reports and
memoranda can be conveniently exchanged.
One is strongly impressed by the neat and cheer-
ful air pervading the interior and the exterior of the
office. In summer time the entire building is covered
with climbing flowers, sweet peas, morning glories,
etc. Immediately in front of the building and ex-
tending nearly its entire length, is a prettily laid
out grass plot, in which are well maintained flower
MODEL OFFICE FCR A LOCOMOTIVE FOREMAN,
beds and a beautiful large %'ase, heavily laden with
blossoming plants. Many varieties of flowers also
spring up immediately in front of the roots of the
vines that train up the sides of the building. In the
winter some of the choicest flowers are taken inside
and kept on a large stand as shown, beautifying the
room and cheering its occupants during the long
New England winters.
The other half of the building, is, as will be seen,
devoted to oil and waste. This room is very com-
fortably aarranged. The diagram indicates the lo-
cation of the oil tanks, waste bins, etc. Oil is stored
in barrels beneath this end of the building. These
barrels are raised through the trap door shown, by
a block and tackle which is attached to a trolley run-
ning on an overhead rail which extends to a point
over the engine oil tank. Skids are laid above the
top of the tanks, and the barrels are easily rolled to
the desired tank for emptying. On the shelving
shown in the corner are kept small stores, such as
chimneys, brass unions, oil cups, valves, etc. The
shelves are boxed off in compartments of suitable
size. A table shelf extends around at the base of this
shelving. The shelving at the side of the waste bin
is used for storing miscellaneous fittings. At the
left of the waste bin a little compartment has been
built which the employes enter when coming after
waste, oil, or stores, which are passed out to them
through the wicket shown. Next to this compart-
ment is a convenient clothes press, and next to that
the desk of the man in charge of the stores. The en-
tire arrangement of this room is very convenient in
nearly all details. The room is heated by steam. The
pipes are carried above the oil tanks on two sides of
the room, thus serving to keep the oil in good con-
dition. After passing the tanks the pipes are car-
ried down to the floor, passing thence around the
remaining sides of the room.
The office and store house, as a whole, form the
most attractive and convenient headquarters for the
locomotive foreman that it has been our pleasure to
see. In the interior of the office, and about the ex-
terior of the building as a whole, there abound num-
berless evidences of the excellent taste of Mr. Pin-
kerton, and of Mr. W. S. Beckett, who has charge of
the mechanical accounts at this point. Both of these
gentlemen understand fully the absurdity of a man
and his surroundings being grimy and unkempt,
simply because he is a mechanic and sometimes has
to wear oily overalls and go around with soiled
hands. Whenever we see a man who loves flowers
we may feel sure that that man has a heart and a
soul, and those who may have occasion to visit the
office which we have described will have it shown to
them that our estimate of this characteristic is not
and discussions presented during this convention,
the substance of which was published in our columns
last summer. The revised code of interchange
rules, and the new code of rules governing passen-
ger car interchange, are included in the volume.
The standards of the association are also included.
Secretary Cloud has evidently given the preparation
of the proceedings very careful attention, and has
produced a work which is a credit to himself and to
the association. The value of the report is enhanced
by a thorough index.
COMMUNICATIONS
We have received the report of the proceedings
of the twenty-third annual convention of the Master
Car Builders' Association, held at Old Point Com-
fort last June. The report embraces all the papers
Labor Organizatioiis aad the Eights of Individual!.
To the Editor of the Railway Master Mechanic:
El Paso, Tex., November 30, 1890.
Your article in the October number on "Labor Organiza-
tions," is the best and most sensible one that I have came
across for some time. The sooner the labor orders learn to
bear and forbear the better it will be for all concerned. It
I have the mechanical ability to hold my nlace as engineer
and give satisfaction to the company employing me and
earn a good living for my family, and do not feel inclined
to join any labor society, where is the justice of any
walking delegate coming to me and saying: " You must
join us or leave this road!" Again, if am a member of
their order, it does not matter if I am a competent man
or not, they will hold the fear of their order causing a
strike on the road if I am discharged— they will hold this
fear as as a sword over the heads of their superior officers
—to try and enforce their demands right or wrong.
Now, this, in my opinion, is all wrong. I think that it
Is my privilege to work tor whom I please, and that every
other man should have the same privilege. I recognize
my right to leave one road and go to another It I can bet-
ter my condition by doing so; and I recognize the right of
the master mechanic to discharge me it I am Incompetent
or drunken, or disobey orders. The sooner the different
orders realize these tacts and govern themselves accord-
ingly the better It will be'for all parties. It I am not satis
fied to work for ^ per day, It Is none ot my business If
some other man Is. I have no right to forbid him doing
so or to try by force to stop him. If he la trying to make
an honest living, he Is no "scab" tor taking a job where
ever he can get It.
It we narrow the argument down to a question of
" scabs," then we are all "scabs" to a certain extent, for
there are very few railroads in this country that have not
had a strike sometime for more wages, at which time men
from other roads stepped In to do the work. Take the case ot
the Reading road, a lew years ago. The Knights ot Labor
struck, and the men ot the Brotherhood ot Engineers
manned their engines. When the Brotherhood men struck on
the Chicago, Burlington & Qulncy, the Knights took their
What shall '
)call
but " scabbing,'
There are good men In all the labor orders, and there are
just as good men outside. A man who possesses the ability
to bo a good engineer or conductor does not need to join a
Brotherhood to learn his business. He will learn It on the
road where he earns his money, and the company he works
tor will keep him there because they know that he can and
does earn It there. Frank Phelps.
Deoembee, 1890.
THE RAILWAY MASTER MECHANIC.
The Bods of the Strong Locomotive.
To the Editor of the Railway Master Mechanic:
An article headed "The Side and Main Rods of the
Strong Locomotive Darwin" in your November issue once
more let the mechanical world know that the Strone en-
gine is still in existence.which, one might suppose, was the
reason of the article. There is certainly nothing new
about the rods. and. as regards the main rod. nothing de-
sirable. The side and main rods have been the standard
for the Pennsylvania R. R. for the last nine years for pas
senger service, the side rods giving entire satisfaction.
The main rod is far from being a favorite among the engi-
neers or the men in charge of the rod work. The front
end of the main rod was formerly without the set screw to
hold the wedge but gave so much trouble that, a few years
ago, the set screw was added like the cut shown in your
paper. This has proven a great help but is yet ve'-y infer-
ior to a "draw strap" which. is used on a few of the lirst
class I engines of the P. R. R. The back end of the main
rod is no better, it having only one bolt to hold in the block
and when it becomes strained by screwing nuts on or from
shock and jar in service it gives out and allows the brasses
to come out. whic'a of course causes the usual results of a
rod or strap breaking. It also isone that L-om|)els the cn-
[That we are not in acoofdanoe with the views of
our correspondent is evident frotn the fact of our
having seen fit to illusti-ate the rods to which he oh-
jecls. M. Francaise is, however, iUojjical in his
statements, and it is rather difficult on that account
to arrive at his precise ground of complaint, for
after saying that the side rod shown has given
"entire satisfaction"" on the Pennsylvania for a num-
ber of years he characterizes it, together with the
main rod, as of no merit. His statement that this
side rod has been the standard of the road named is
incorrect, the manner of secui-iug the bush in the
rod end, one of the chief features, being quite differ-
ent. We publish the cuts because the excellent ser-
vice the connections have given warranted it, and not
on account of their being part of a patented machine.
We may also add that if Mr. Keely ever brings his
famous motoi" to a state of completion and we find
any part of it embodying sound engineering and mer-
iting notice in our columns we shall take pleasure in
illustrating and describing the same for the benefit
of out- reader,-..-F.ii.l
angle being made at once (curves not then being
known) she stopped, and having turned the three-
quarters of a degree, proceeded on to Schenectady,
where the train safely arrived, having made the
journey in about one hour.
Before the train left Lydia street a Mr. Brown (an
artist in silhouette) made a picture of the train in-
cluding passengers; this sketch was deposited in the
Connecticut Historical Society, and about fifteen
years ago was published, and is known as the How-
ard drawing. The outline of the DeWitt Clinton in
this picture is good and also those of the cars, but
there have been added to the published picture two
misstatements which should be c/irrected for his-
tory's sake. The first error is in the name of the en-
gine, there given as the John Bull. It should be
stated here that the engine John Bull did not re-
semble the DeWitt Clinton. The John Bull was a
heavier engine, and had been selected to make the
run to Schenectady, but not arriving from Europe in
time, the DeWitt Clinton was sent to Albany and did
pull the first passenger train, as above stated.
The second error is the statement that the engi-
neer that pulled this first train was John Hampson,
an Englishman. The name of the engineer was
David Matthews, a man still alive, and somewhere
near 90 years old.
DEWITT GLINTON
^^.^^VOCOVc^,^-
THEMS.KRJt IbS:
■^»^^>.L^^-^- .^..^^■^ . ^^
! taken down and
ithis
The first Strong engine built by the Lehigh Valley Rail-
road Company had a different main rod, and one much
superior in everyway: in fact, it is the best the writer
ever saw. It would have been well worth showing up in
your paper. I could never quite understand why Strong
did not continue its use in his lat«r engines, unless the con.
elusion arrived at by him was that it was on account of the
design of main rod that the P. R. R. engine which run
against the Strong, caused the former to burn so much less
fuel than his own. If that was the reason one cannot blame
him from copying that rod. for there are very few who
would not use anybody's type of main rod that would save
35 percent, of fuel. There is not mucn more than that
saved by a compound locomotive.
Now, Mr. Editor, your readers are always willing to see
a reasonable amount of free advertising of the numerous
"monstrosities^' that are coming before the railway world,
but when it gets down to mentioning a thing that has not
any merit, and at the same was "copied" right from roads
where it has been used for eight or tea years we feel that
it is far fetched. Any locomotive that has to be held up
with so small a prop as that had better die. and be buried
at once. The pages of your valuable paper should be filled
with matter more worthy. Yours truly,
Hbn'rk^l'E Frascaise.
The locomotive "DeWitt Clinton" was the third
engine built by the West Point Foundry Association,
of New York City.
The first engine (the "Best Friend") exploded; the
second engine was a failure: the DeWitt Clinton was
a success.
The first passenger train of America was drawn by
the DeWitt Clinton, August 31, 1831, over the Mo-
hawk & Hudson Railroad (now the New York Cen-
tral & Hudson River Railroad) from Lydia street
depot, Albany. N. Y., to Schenectady. 17 miles dis-
tant.
At Albany the 'ascent from the Hudson river to
Lydia street was made by inclined plane. The
DeWitt Clinton left Lydia street in good condition
and continued the up-grade trip to a point half way
between Albany and Schenectady, when she stopped.
Here the line, which had thus far been straight, was
about to deflect three-quarter; of a degree, and the
♦Paper presented by G. H. Thompson to the American
Society of Civil Engineers. Printed in the Society Trans-
Civll Engineer, Boom 21 Orand Central Depot,
I central jjepot,
New York City.'
> of .July
appreciate as it is a rare production m comparing it with
My Drawings 1 find sum thing that does not come up to the
point but they are errors in the drawing that the Steam
doom is to high and the Smoke pipe is to large in diameter
and the shape at the botem is not right, but it is as correct
as most drawing of such difficult pieces of Machinery, I
made a drawing of her when I placed her on the road
which is Fifty four years past the last .lune and this time
fifty four years ago I was harnising up the Young Iron
horse, that Weighed only three and Half ton. that was the
limited weight for her and shee was Made of the best Ma-
terial and braught down to the finest proportions and
Finish such as never Since been done you will See
on examining the pair of wheels that is left of
hers, that they are a curiosity in themselves and are What
Oerder Moving Suspension Bridge
i that suspends I
corde and is brasing from the hub
arme is duftailed in the fella, and gn
feet fit and is Supported by a nut in the hub theas arms
wear all bright and was cep so that they through thear
shadow— when the Sun Struck them that give a butiful
sight, I was at this time Fifty four years ago Preparing
this DeWitt Clinton for the corce I left my Fathers &.
Mothers House on the twenty fifth day of June 1831 that
THE RAIL^^N^AY MASTER MECHANIC.
Deckmbek,
ing and fitting up tender Cover &c training ner to tne tracK
till the 9th. Day August 1S31 When I took the Colt and
gave the old boys a ride be hind him over the hiUs to the
Mohawk."
"Respectfully &c."
(Signed)
David Matthews.
The DeWitt Clinton was dismantled in 1848. One
cylinder went to West Troy and became part of a
stationary engine; the other was said to have been
used on a small ferry boat. One pair of driving
wheels is at present at the Grand Central depot,
New York, and attests the close scaling of the draw-
ing from which this photograph was made.
Thedrawingof the "DeWitt Clinton," on a scale
1 inch = 1 foot, was executed by L. P. Hannas; the
lines are clear and shading neatly done. The exact
date when the drawing was made is unknown, but
can be shown to have been prior to 1840, and to have
been made from measurements. The lettering,
" First locomotive of the M. & H. R. R., 1832,"' and
"Albany & Schenectady Division, N. Y. C. R. R.,"
was added between the years 1S.53 and ISoK.
through a push block or "finger" placed back of tbe
locking arm of the knuckle, and also through a lock
block in front of the knuckle arm. This rod has a
shoulder back of tlve finger which enables it to be
pushed against the back of the knuckle, and is flat-
tened where it passes through the lock block,
enabling this lock to be raised above the locking
arm of the knuckle. The rod being pushed in, the
finger bears against the back of the knuckle and
causes it to be thrown open, ready for coupling. A
1 in. round rod, about Si ft. long, with an eye at one
end, which engages with the eye of the operating
rod, reaches to the side of the car and is there sup-
ported by a bent plate with a slot cut in it which
permits of the lock block being held up, if it is so
desired, during switching.
This brief description will, aided by the outs given
herewith, afford a clear idea of the essential feat-
ures of this coupler.
THE TROJAN
Thedrawingof the DeWitt Clinton, now in the.
society rooms at New York, is not the engine as
built; the wheels there shown are like the actual
wheels, but the number of spokes is shown as one
too many, and the boiler and some other details were
not built after this design. Possibly this drawing
might have been the first study for this engine.
THE TBOJAN ACTOMAITC COUPLER.
The Trojan coupler is ot the M. C. B. standard vor-
tical plane type, and is manufactured by Burden,
Renshaw & Co., of Troy, N. Y.
It is claimed by the inventors that this is the only
practically operative coupler of its type yet invented,
by the use of which it is made absolutely unnecessary
for a trainman to ever go between the cars in the
ordinary course ot his duties. Generally, the
knuckle must be opened by the brakeman going be-
tween the cars, and using his hand to perform this
operation, though the couplers are self-closing when
the cars come together. In the Trojan coupler the
knuckle is thrown open from the side of the car by
the same hand that unlocks it, and, of course, locks
itself automatically when the cars come together.
A rod with an eye in one end passes through the
drawhead, immediately inside of which it passes
COUPLER— OPEN.
I Tests of this coupler reveal great strength. At
the West Albany shops of the New York Central &
Hudson River Railroad Company, in a drop testing
machine, with a hammer weighing 1,600 lbs., two
blows from a height of 19 ft. and one from 19* ft.
were required to injure the coupler in the slightest
particular. Any one of those blows would have made
match wood of the end of a car. In actual service,
on a car heavily loaded with plank, the car weigh-
ing 22,000 lbs. and the load 50,000 lbs., the coupling
was made with suflicient force to throw the entire
load a distance ot over 2 ft. on the car each time,
without affecting the coupler in any way. The test
was not continued further, however, for fear ot
wrecking the car.
In a test at Fairbanks & Co."s, New York, upon
their testing machine, two couplers were subjected
to a pulling strain of 135,880 lbs., placed as used in
actual service, when the shank of one gave way
about 8 inches from the tail. The metal on one side
of this shank, at the point of fracture, was found to
De less than 3-16 inch thick, owing to a displacement
of the core when cast. Mr. N. O. Olson, the engi-
neer in charge ot Fairbanks' testing department, who
has tested most of the M. C. B. type of couplers,
made tbe following report of the above test. "Above
couplers were tested as used in service. Drawhead
gave way about 8 inches from end. Knuckles not in-
jured. Opened and shut after test without the
slighest trouble. Will say it is the strongest coupler
now in the market as it has given the highest results
in tensile stress of any coupler so far tested by me."
In all these tests the knuckles were of steel, and
the draw heads of malleable iron, but the manufac-
turers are prepared to furnish the bars also ot steel
to those wishing to pay the necessarily increased
cost.
THE WESTERN RAILWAY CLUB.
Discossion on Swing Motion Trucks, Steel Tired Wheels and
their Fastenings, and Draft Rigging.
At the November meeting of the Western Railway
Club the first subject taken up was that continued
from the October meeting, viz: Swing beam trucks.
In the courst of the discussion Mr. J. W. Cloud ex-
pressed recognition ot the tact that the introduction
ot the M. C. B. type of coupler brings in a new con-
dition which, as he expressed it, would be better
met by the swing motion truck than by tbe rigid
truck. He then told of some experiments which he
had made with relation to locomotive ti-ucks, in
which he found that at an average speed there was
no less resistance with the swing motion than with
the rigid truck, and that in fact the aggregate work
done in passing a given distance was slightly more
with the swing than with the rigid truck. These
results were confirmed by a large number ot expeii-
ments which caused many railroads to abandon the
swing motion truck for the rigid truck under the
forward end of the engine.
Mr. D. J. Dun-ell, ot the Illinois Central Railway
expressed his views on swing and rigid beam trucks
in the shape of a communication in which he fav-
ored the swing beam type, basing his conclusions
upon practical results on his road with the swing
beam truck. He quoted the very satisfactory wheel
service on that road, which he attributed to the use
of the swing type, the use of a long hanger, and the
use of a large wheel. He presented a formula for
determining the length of the hanger, and the radius
point tor the curve of the center casting. He
staled that for the first six months of 1890 there
were removed in his Chicago passenger yards 632
wheels, of which 11 were removed for sharp flanges.
He argued that the chances ot flange wear are less-
ened directly
from the i
Mr. Durrell's figures as to removals for sharp
flanges were questioned, but he subsequently sub-
mitted exact figures from the records of his road in
support of his statement. In response to inquiry Mr.
Durrell stated that he thought that with a properly
constructed truck and a good rail the cutting of
flanges could be done away with.
Mr. Barr opposed the idea that the condition of
the truck had almost everything to do with flange
wear. He felt satisfied that nearly 50 per cent, of
steel tired wheels were removed on account of one
wheel having a bad flange, while the other wheel
was almost as good as new. He believed that the
theory that the truck caused the flange wear was
disproved by the fact that there was almost always
one wheel on an axle that had a worn flange. He
believed that four-fifths of the flange wear was caused
either by difference in size or by difference in the
wearing qualities ot the wheels.
Mr. D. L. Barnes offered the statement that he
knew ot cases in which backs of tenders and fronts
ot baggage cars had been connected by automatic
couplers, and the baggage car had lifted the tender
off the track simply because the short wheel base
and the short overhang ot the coupler beyond the
truck on the tender did not give enough offset to en-
able the coupler of the tender to follow the coupler
on the baggage car in passing a curve. He stated
that short ore cars could not be coupled on long fur-
niture cars and be pulled around sharp curves in
.yards without causing derailment or breaking the
draw bar stirrup, in case that both cars were equipped
with rigid trucks.
The paper read by Mr. G. W. Rhodes at the Octo-
ber meeting on "Steel Tired Wheels and their Fast-
enings," was also discussed. Mr. Rhodes presented
an interesting series ot drawings showing how the
amount of wear that could be gotten out of a steel
tire was varied by the method of fastening the tire
to the center. He showed that there was a variation
of about three eighths ot an inch between the max-
imum and the minimum tread wear when the tread
was worn to one inch thick at center, which was per-
initted by the eieht various styles of fastenings;
December, 1890
THE RAILWAY MASTER MECHANIC.
uquivalent in a 4i;-in. wheel to T2 lbs. of metal. He
also presented drawings showing the same tires woi-n
away a quarter of an inch from their turning at one
inch thiuk, and showing the area and section of
weight of lire at that stage.
Ill the discussion which followed, Mr. Harrison of
the Baltimore' & Ohio told of the satisfactory ex-
perience which his road had had for a great many
years in bolting their tires on. They were now
:$brinkiiig tires on, but not because the old method
was defective, but because in shrinking they could
get their locomotives out of the shop quicker. The
bolt used was a book-head bolt, let in Hush on the
outside of the tire, and the wheel center cored out
to lake the bolt and nut, the fit between center and
lire being slightly tapered.
.Mr. Forsyth stated that he doubted whether he
would recommend that locomotive tires should be
fastened by any of the ring forms. He apparently
preferred ihe use of a bolt through the felloe. If the
bolt hole were to weaken the tire he would advocate
adding thickness to the tire. He would prefer to use
thicker tires fastened with tap bolts to keep them
from going off sideways.
Following this discussion, of which we have given
liui the briefest outline, Mr. C. A. Schroyer read the
following paperon draft rigging: *
The questions involved
draft rigging to-day are, ii
of the car must withstand the violent
aarily receive in switching, worthy of greater considera-
tion than present methods, or the special devices in use,
lead us to DeUeve is given them. Probably 30 per cent, of the
Dingc
It isc
axles, is
that the iractiv
switching
has very greatly in-
creased, and on many roads is probably double
what it was lU or I'J years ago, on many roads. More
cars are being handled per train and the severity of
the service in ourswiicbingyards is very greatly increased
as a result of these conditions, while but little increase has
been made in the power of the draft rigging to absorb the
violent blows necessarily received. Tnese ulows, as you
know, are taken on a line from 4 to ti inches below the sill
line of the car, and in such a manner that the tendency is
0 br«ak the sills downward over the bolsters, or upward-
over the cross center ties near the center of the car. These
conditions are almost universal in this country and the ques-
tion arises, can we so improve the conditions as we now
lind them, that the cost of maintenance may be decreased
without adding greatly to the original cost of consti-uclion ;
While the question of a buffer does not enter directly
into the subject under discussion, it is one which should
necessarily be considered, more especially so as it is very
materially complicated by the adoption of the master ci^r
builders' typeol bar, in which the buffer cannot be opera-
tive when the knuckles are open and the coupling is made,
and when the knuckles are closed and it is not intended
that liie coupling should be made.
I believe a great mistake has been made in our- freight
car construction whereby that part by which you intend lo
pull the car must receive these violent blows. There are
a number of special devices on the market which aim at
increasing the strength of these parts. I know of only
three of these special devices which make any effort at
increasing the power to absorb the blow by cushioning,
which to my mind is the viul point. Of these three one
aims to do its work by springs alone whereby
the same tensile resistance is offered that is had
in the buffing resistance. This, to my mind, is a
mistake, for tne reason that in the use of an M. C. B.
tight coupler the rigging is too rigid and the engine cannot
exert its tractive power as effectively as if greater elastic
ity was had in the tensile resistance, remembering that as
a measure of safety we are limited in the lorward move-
of the bar. Another special device is aided in absorbing
the blows by the use of friction plates, which are operative
both in the backward and the forward movement of the
bar. Another device aims at increasing the buffing re.
sistance without any increase whatever in the tensile re-
sistance. The majority, however, confine themselves to
increasing the strength in the other parts of the draft con-
struction, and the vital point, the absorbing of the blow, is
entirely ignored by many except where they figure that the
body of the car itself is capable of absorbing a greater or
lessamount. This capacity of the car itself to absorb
blows depends largely on whether a continuous timber is
used underneath the sill of the car and whether the stops
are so framed that a very rigid bearing is had on these
timoers, and also upon the casting of a lug on the top of
the bar which in its backwai-d movement comes in contact
with the end sill, with aU of which conditions there is yet
more or less destruction when the blow received is greater
than the cushioning capacity of the springs used.
It is the universal practice in our country to use a coil
steel spring for the absorbtion of these blows, and we are
limited in the strength of any coil spring which can be
used, as follows : In the length of the spring.by the need of
preventing an increase in the movement; in the diameter
of the spring, by the size of the opening and the diameter
of Ihe bar, and in the pitch of the spring by the torsion
strains on tne bar. Hence in a spring (1x8 inches in size
f rom -^0,000 to ii.OOO lbs., and in a spring lix" inches from
IS,0UO to -JO.OOU, is the maximum strength from which good
service can be expected when the springs are made of the
best crucible steel.
Some of you doubtless are
in the direction of using an i
: of an effort being made
ihion for absorbing these
blows, but with what success tnia effort has met I am un-
able to say. I have made some tests to determine the
measure of a blow struck by a car of a given weight,
with a spring usedof capacity equalin strength to the
weight of the car, and the latter moving at given
rates of speed, with the following results:
car weighing •32,U0O lbs. fitted up with an M. t
the draft rigging so that all |)art» ul
it came snug and there was no undue strain on the spring
when in a normal condition, was brought in contact with a
car of equal weight, (the draft rigging of which was
blocked solid). Under a speed of one mile per hour the
drawbar had a backward movement of 1 3-16 inches, which
measured a blow of 13,001) lbs. Under a speed of :i miles
per hour it had a backward movement of 1'^ inches, which
measured 19,000 lbs. resistance. Under a speed of :1K
miles per hour it bad a backward movement of 1 11-10
inches, whicn registered 2'J,000 lbs. resistance, 1 11-10
inches being the limit of movement of the spring. Under a
speed of 4 miles per hour the backward movement was 1 :i-4
inches, which was 1-lti of an inch more than the ultimate
movement of the spring, indicating thatsome poitiun of the
draft gear itself had given sufficiently to make this differ-
Thus it will be seer, that a car having a spring the re-
sistance of which is equal to the weight of the car, will
withstand a blow given at at a rate of speed of :i'i, miles
per hour; all over and above this speed resulting in a rigid
I have observed in the testing of a coil spring under
steam hammers Ihat we could strike a blow sufficiently
hard to exhaust it, and a large number of these blows
would be received by the spring without any perceptible
difference. But where the blow received was equal to two
or three times the resisting power of the spring it was in
all cases very destructive ; and the point arises here, in
many of the draft riggings which aim solely at strength in
the parts without increasing the cushionioe- capacity,
whether the damage that is now done to other parts of
the rigging will not be transferred to the spring and re-
sult in the destruction of it.
In a test that I made where the weights of the cars were
unequal. I found the following results : A car weighing
23,000 pounds, the spring of which had a resisting power of
this amount, was brought in contact with a car 3:j,000 pounds
in weight; the spring exhausted, in its backward move-
ment, under a blow equal to a speed of one mile per hour,
while in the car weighing »3,00U pounds, (the ultimate
strength of the springs in which was 39,000 pounds) the
bar had a backward movement of 1 .J-lti inches, which
registered a resistance of 31,.300 pounds, and a speed of four
miles per hour was necessary to exhaust the strength of
these springs.
While the tests that I have made have only been to de-
termine approximately the blow required to do this work, it
will be seen that a spring is only able to resist a body equal
to its own elastic strength moving at a rate of 3' ., miles per
hour, and if the weight of the body to any great extent ex-
ceeds the resisting power of the spring it will only with-
stand a blow of one mile per hour before reaching the limit
Hence the conclusions that I %vould draw from these tests
would be as follows : That in all draft liggings constructed
the power to absorb the blow received should be confined
to some elastic construction in the draft rigging, rather
than to any portion of the construction which is intended
to be rigid with the carbody-
The Southern & Soathwestern Bailway Club-
The first meeting of this club for the discussion of
technical subjects was held at Nashville. November
•20. Its work was excellent, and we regret that wo
cannot now give space to a full account of its pro-
ceedings.
The first subject was, "Best Typo of Locomotive
for Heavy Freight and Passenger Service." Mr.
.James Meehan. of the Queen & Crescent system,
slated that he believed that S-wheeled locomotives
were the best for all classes of service until the cyl-
inders exceeded 18 in. When this size ia passenger
service was exceeded be advocated lU-wheelers, de-'
spite the excessive dead weights on the front trucks
as compared with that in moguls of the same total
weight. In freight service he preferred the mogul
over 10-wheelers of the same weight, because of the
additional weight placed upon the drivers. The
consolidation was, however, better still, he thought,
when the cylinders were 20 in. or over, and the
weight of the engine was I27,(X)0 lbs. or over.
Mr. P. Leeds, of the L. .So N.. advocated S-wheelers
for passenger and freight service, when the weight
upon the drivers and the total weight of the engines
did not exceed 63.000 and !)7,000 lbs. respectively.
He advocated 4-wheeled trucks for passenger en-
gines. For heavy freight service he advocated con-
solidation engines with small drivers, 20 or 21 in.
cylinders, and a total weight of 130,000 lbs. He con-
sidered the mogul as safe as the 10-wheelor under all
conditions. He did not believe in swing motion
trucks on any engines except moguls and consolida-
tions.
Mr. CuUen, of the N. C. & St. L., told of an experi-
ment on the East Tennessee, Virginia* Georgia road
in which a ten-wheeler hauled one or two cars more
than a mogul with the same sized cylinders and
wheels and of the same weight.
Mr. Meehan questioned the value of this compari-
son, unless the indicator were used. He also slated
that he had come to the conclusion that the shallow
Are box was not economical. He had also found that
the fire brick arch was more valuable in the case of
a deep than a shallow box, though of benefit in both
cases.
In re3ix>nse to a question Mr. Meehan slated that
lie ii.-liiv.il that the weight on each driving wheel
-luiiiKi iini , .., , , a more than l(i,000 pounds.
\i > ' sting points had been brought
fill I iiijcct, the topic of "Joint Car In-
s|i.riP.ii HI- i.ik.ii up, being opened by Mr. J. J.
Ca=.ti , ol lilt L. N. O. & T. Mr. Casey reviewed the
various system of inspection in a very interesting
manner, and his paper was discussed at some length
by the members present.
The club will next meet at Atlanta, Ga., on .Janu-
ary 1.5. The subject of "Rigid and Swing Motion
Trucks" will at that time be opened by Sir. A. G.
Slienbrenner, of the American Refrigerator Trans-
portalion Co. The subject of the "Relative Merits
of Brakes Hung to the Body of the Cars, and of those
Hung to the Trucks" will be opened by Mr. 1'.
Leeds, of the Louisville & Nashvile.
The Uentral Railroad Club-
At the November meeting of the Central Club a
short committee report was presented in which
the belief was expressed that steel and malleable
iron would eventually displace wood in car con-
struclion .
There having been some feeling ovfjr the rejection
by the New York Central Railroad of cars on which
the knuckles of the couplers were broken olT, a com-
mittee was appointed to determine the amount of
breakage which should result in the rejection of a
coupler of the M. C. B. type. This committee con-
sists of John Mackenzie, F. D. Adams, E. D. Bron-
ner, A. C. Robson and F. B. Griffith.
Committees were also appointed to report upon the
economy of the use of 1)0,000 lbs. cars; and to pre-
pare for the annual meeting of the club to be held on
the fourth Wednesday in January.
The New York Railroad CInb.
A meeting of the New York Club was held in its
rooms in the Gilsey house. New York City, Nov. 20.
This was the first annual meeting under the reorgan-
ization. A constitution and by-laws were adopted,
and the foUowiijg officers were elected: President,
Ross Kells; first vice president: R. C. Blackall; sec-
ond vice president, W. L. Hoflfecker; third vice
president, Frank S. Gannon; secretary, H. G. Prout;
treasurer, C. A. Smith. Executive committee — John
S. Lentz, Wm. Buchanan, W. H. Lewis, H. S. Hay-
AFFARATUS FOB TESTING CYLINDER OILS.
In the course of a paper on "Special Experiments
with Lubricants,"' presented by J. E. Denton before
lift Richmond meeting of the American Society of
Mechanical Engineers an apparatus for testing cyl-
inder oils is described as follows:
Referring to Fig. 1, a piston X of a 0 in. steam cylinder,
9 in. stroke, is fitted with a special pa<-king ring C carried
upon spring leven
force of friction created be-
JVLINDEU OIL TKSTKK-
THE RAIL^^^AY MASTER MECHANIC.
Iween it and the walls of the cylinder shall move a pencil
arm E, and, as the piston reciprocates, form an approxi-
mately rectangrular diagram on a piece of paper A held
against the pencil. Oue-half the width of the rectangular
diagram measures the total frictional resistance of the ring
on a scale of 230 lbs. to the inch. The packing ring C is
made almost perfectl.y flexible b.v saw slits on its in-
terior surface, and can be expanded by levers actuated
by the screw F, so that an.v desired intensit.v of pressure
up to 150 lbs. per square inch can be created between the
ring and the surface of the cylinder. Two ordinary pack-
ing rings S prevent the steam pressure from entering the
space devoted to the special ring, so that by connecting
this space with the atmosphere the only pressure upon the
packing ring will be that due to the adjustment of the
screw F. Provision is made, however, to create a pressure
under the test ring by steam if desired. In this case a con-
nection with the boiler is made at the stationary
one end of
which vibrates with the pi
Fig 1.
The sectional view, Fig J
shows the internal constmc
tion. The test ring is fas
tened to one end of the lever
D, which has its support O
upon the solid part of the pis
ton. The other end of ' '
lever is fastened to the
E. The latter communic
G actuating
pencil J. There
levers situated at the quad
rants of the circle. The re
sislance opposed to the fric
tion on the test ring is that
joint torsional
of
thr
tangular strips of steel n hiLh
form respectively the con
neetion between the lever
and the test ring, the rod E
and fulcrum 0. The mass of
the moving parts is b,\ the
design so distributed thatg
their center of gravity lies
xactly ■ " ' '
He
of I
liencil can result from forces
due to accelerations depend
ing upon the speed of run
ning the engine. To calibrate B
the torsional springs the test
ring is contracted by the
screw *', Fig. 1, so that it is
withdrawn from contact with
the walls of the cylinder A
plug directly above the top
of the rod E, Fig. S, is re-
moved, and weights applied
to the top of this rod. The
movement of the pencil, cor-
responding t o various
weights, thus becomes known
by direct experiments, which
Fig. 2.
paratus is in a steam cylinder and at the temperature cor-
responding to the steam. The entire width of the test
ring is 1 inch. It is cut away in the center so as to confine
the beai-ing to a strip one-quarter of an inch wide at each
edge. The pressure per square inch multiplied by the area
of bearing of the ring, which is about '.l so. in., gives the
total pressure for producing friction. This pressure di-
vided into one-half the width of a diagram at any point in
the stroke gives the coefficient of friction of the lubricant
for this point of the piston travel. The design of the appa-
ratus in its details is due to Professor J. B. Webb. The
writer was at work upon plans of an apparatus designed
to cause the friction of a piston ring to ' '
I working drawings for which were executed by
sonally. The outline construction of the apparatus was
given in a former paper presented to the societ.v at its
Scranton meeting, when experiments were reported which
had been made with one particular lubricant, with the sole
object of determining to what extent the friction of a pack-
ing ring, under about 70 lbs. per square inch pressure, •'■''
fered, when a fair supply of cylinder lubricant
i, whatever was used.
The Schenectady compound built for the Atchison,
Topeka & Santa, Fe Railroad Company is in service
and doing well. She steams well and works with
economy. This engine is to be shortly carefully in-
dicated. In the testing ot this engine will be used a
new form of dynamometer designed under Supt. of
Motive Power Player"s directions. It consists essen-
tially of an elliptic spring placed in a frame work ex-
tended out from the end of a flat car and interposed
between the drawhead of the tender and the draw-
head ot the flat car, the amount of the compression
of the spring being shown by a pointer moving on an
In the machine shop of the New York & New
England Railroad at Norwood, Mass., the tool room
has been removed to the second floor. Tools are
passed down by a hand elevator. This plan effect-
ively prevents loafing about the tool room.
SNOW FLANOER -CENTRAL VERMONT RAILWAY.
The snow Hanger shown herewith is used with ex-
cellent results on the Central Vermont Railroad. It
was designed by Mr.W. J. Robertson, superintendent
of motive power and machinery of that road. This
Hanger is placed upon the rear end of the snow
plows. Little description is needed beyond that
afforded by the engraving itself. The position ot the
Hanger with relation to the rail Is governed by a
lever which may be fixed in any position by pins
SNOW FLANGER- CENTRAL VEKMONT RY.
placed in the upright standard shown. By i-aising
or lowering this lever the bar B is moved forward or
backward, riding on a pin placed on the angle In the
lever. This movement rotates the arm ot the Hanger
which is fulcrumed at a point immediately below
the sill. The spiral spring is placed between the
bar and the arm to afford a yielding resistance when
the Hanger strikes serious obstructions. The arm B
is curved as shown to permit the Hanger to be raised
suddenly when desired. This device is cheap in con-
struction, simple in operation and little liable to get
out ot repair.
FBICTION OF JOURNAL BEARINGS.
Mr. .L E. Denton gives the following results of
tests made with six M. C. B. brasses in a special test-
ing machine, these results being given in a paper
upon experiments with lubricants read before the
Richmond meeting ot the American Society of Me-
chanical Engineers:
The brasses were obtained from the Hopkins car
brass foundry, without lead lining, and were dressed
upon their rubbing surfaces with an emery wheel.
They were of hexagonal form on their upper surface,
which roughly fitted the ordinary rough cast iron saddle,
inserted between the brass and the inner side of the top of
the ordinary railway car box.
As explained in connection with the description of the
machine, an eccentricity of bearing in the brass of 0 Oiift
inches defeats any attempt to measure friction directly iu
any apparatus in which the pressure is all applied to the
top brass.
Hence, with so rough and indeterminiito .t linn -f . rit;,, •
as exists between a car box and tho hi-x;L i imp-- i -
not feasible to determine the friction e-x.ri. ,-
of the temperatures of the bearings. \\ . < -
fflciently accurate ind_ex^of thu iii. ;i i u:r
of the data givcu
, the fol-
rpretation of the friction, from temper-
acceptable.
)us per minute, and any load up to 10.-
Lhe rate of from
the coefficient of
danger uf overheatii
which will be about
- degrees per minute, so that at the end of 3U
ial the temperature iu a still atmosphere i
f 1-U deg., then the coefficient of frictioD is 3 or
It., and continued running would result in a
The general programme followed is :
1. To run ten minutes under 5,0UU lbs. load and then
note the extent and character of the bearing.
2. To make two or more trials of 30 minutes under 5,000
and 10,U0U lbs. load, to determine the liability of the brass
to overheat, or, to run at minimum friction.
3. To use paraffine oil first and then follow with sperm
under the most severe conditions to which the paraffine
had been subjected, in order to discover any superior qual-
ity of sperm over the paraffine.
4. To artificially create heating with emery dust, so as
to note to what extent grit, accidentally entering between
bearings, could cause "hot boxes."'
The method of lubrication was by a pad 3 in. by 6 in.,
pressed against the journal by springs, and taking its sup-
ply of oil with wicks. A reciprocating motion of .VIO in.
each way, was maintained at the rate of about 35 double
motions per minute. The following is a resume of the re-
sults in the tables, not including the cases where emery is
Range of Press,
persq. in.. Lbs.
Time-.
Times
Tried.
Overhe'ted
18OO-3.TO0
,',
1200-1300
llMHlll •■
2000-S4O0
'I
m
'■
urely ;
I matter of chance is the
Yhich ran hot at 5,000 pounds load
1 cool on a later date at the same or
xplanation of this apparently arbi-
These fisu»*es sht
overheating, as a b
on one day would
higher piessure.
trary difference of behavior is that the accidental \
of the smoothness of the surfaces, almost infinitesimal in
their magnitude, cause variations of friction which are al-
ways tending to produce overheating, and it is solely a mat-
ter of chance when these tendencies preponderate over the
lubricating influence of the oil. There is no appreciable
advantage shown by the sperm oil, wlien there is no ten-
dency to overheat — that is, the paraffine can lubricate under
the highest pressures which occur, as well as the sperm,
when the surfaces are within the conditions affording the
minimum coefficients of friction.
But when a few grains of emery are thrown between the
bearings, intense heat is generated at the point of introduc-
tion. Under these circumstances the paraffine volatilizes
and utterly destroys lubrication, while the sperm resists
volatiliziition and makes the heating of the whole journal
take place more slowly.
Iu other words, the sperm and other oils of high heat re-
sisting qualities, like vegetable oil and petroleum cylinder
stocks, only differ from the more volatile lubricants like
paraffine in their ability to reduce the chances of the con-
■ [ch produces
ndential
nal abrasion
Ttie lead-lined brass's record shows that it automatically
adjusts itself to any irregularities in the journal, and finally
secures minimum friction. The resistance of the lead to
being scored by an excresence, on the journal, is much less
than ihat of the bare brass, so that while there is a tempo-
rary increase of friction, no very intense heat is created.
The MiiSbacbuselLs i-ailroad commissioners make
an elaborate report upon the Quincy accident which
occurred on the Old Colony Railway last August.
They cover the whole case very thoroughly, and
after dwelling at length upon the use oE track jacks
lit will be remembered that the accident was caused
by leaving a track jack on the track) enter upon a
notably valuable consideration of the importance of
following advanced practice in the use of brakes.
We append the remarks of the commissioners tear-
ing on this point:
The
cars ran about MO feel after the engine struck the
The engineer testified, and there is reason to be-
;bat he applied the brakes to the train at least 100
were applied, in spite of the fact that
on the ties and was then embedded
, iu addition to the brake power thus
d the tender were also derailed and
for the concentric brasses will make it clear t
I htndtt ;
iheir trucks were torn t
)U ft. after derailment,
at less distances.
THE RAIL^^^AY MASTER MECHANIC.
It is impossible to say whether the cai-s would have lol
lowed the same iiues if their momentuo) at the time of the
accideot had been less than it actually was, or if the brake
iwwer had been prreater or in any way changed: but it is
an impressive consideration, that, if the train had been
brought to a standstill when the front end of car No. "JtW
reached the engine, and if the other cai-s had taken the
course which they did take — or, in other words, had the
train not gone the last 4."» ft.— none of the passengers would
have been killed, or even seriously injured.
In matters affected the safety of railroad travel, time and
space are factoi*s of the greatest importance. A speed of
:iU miles an hour means 44 ft. a second. Seldom has the im-
portance of having a tram supplied with the best and most
emcient brakes been more terribly or more forcibly illus
Irated. If the brakiE
fallen short of an >
I this train could be increased
een stopped 4.i ft. short of the
this accident might have
1. The driving-wheel brakes on the engine werearrat
to be operated by a different handle from that which c
ated the brake on the train. Prom the evidence, it s€
probable that the engineer failed to apply the driving-w
brakes. There is no doubt that ho applied the brakes xx.
train before he struck the jack : and, if the
had also applied the brakes to the driving-wheels, it is clear
that the train would not have gone as far as it did.
The weight on the drivers was notfarfrom 50,IKX) pounds,
the total weight of the train about IJUU.IKIU pounds; so that
a loss of S per cent, of the available brake power resulted
from the failure to apply the driving-wheel brake, which
failure was due to the fact that the driving-wheel brake
brake were arranged to operate separately.
?ut J^O feet after striking the jack. It pi-obi
the train brake
increase of S per
was going .SSI) feet
applied.
The
Other
jt. in brake
Hid have re-
; feet. The best practice is
to unite the traiu brake and the driver brake in one system.
The argument iu favor of uniting them has been that, if
the driving wheel brake is operated by a separate handle,
unused in ordinary stops, it may not be applied iu an emer-
gency, either because the apparatus is out of order, or the
engineer does not have time, or in the excitement of the
moment does not think That the argument is well founded
is confirmed by the circuinstances of this accident.
i. On the six-wheel trucks cm the Pullman car only four
wheels were provided with brakes; therefore on that car
one-third of its braking power was not utilized. The Pull-
man weighed about SO,OOU lbs., or about 13 per cent, of the
whole weight of the train. One-third of the weight of t!
Pullman, or 26.000 lbs., being between ;i and 4 per cent,
the whole weight of the train, was destitute of brakes.
brake. H.i.
which has u
approved b\-
quickly thill
-. far as it did.
> , the Pullman, and
111 li and the eigthlh
itii of quick-acting
h such latest form.
nuld have been applied i
application oi l>iaKi'> en ,ni ci-iliuary passenge
the quick acting system is small, nevertheles
ciable, and the result must be a quicker stop. The acci-
denul distribution of thecars fltted with the quick-;
form was such that the application of brakes
edly quicker than if none of the cars had beer so fltted:
but it is probable that, if the whole train bad been iitted
with the quick-acting form of brake, the average saving of
time in the apiilicatipn of the brakes would have been at
least one second. On the forward cars it would not have
been so much. On the rear cars it would probably have
been more. A train going at the rate of 3U miles an hour
runs in one second 44 ft.
It is clear that, had all the cars been fitted with the
quick-acting brake, had all the wheels of the Pullman car
been fitted with brakes, and had a single handle operated
both the train brake and driving-wheel brakes, the traiu
would have been brought to a stop more quickly than it
1 possible, it not probable, that all loss of life
! been i
oided.
THE FA8TENIN0S OF STEEL TIBED WHEELS.
At the October meetinij of the Western Railway
Club. Mr. G. W. Rhodes presented an extended
illustrated paper u|)on the above topic. We extract
from it the following suggestive paragraphs;
L)In this country the almost universal method of se-
curing driving wheel tires to centers is to depend
upon no other fsistening than the shrinkage of the
lire. At the 20th annual convention o( the Master
Mechanics' Association held in 1K.S7, tire gauges
with allowances for shrinkage based on about one
one-hundredth of an inch to the foot were adopted
and are now the recognized standards. It is a ejues-
tion, however, whether with the increased speeds and
weight on drivers of recent engine construction a
more secure fastening than more shrinking on the
lire should not be used. The practice on many lines
is to make from H to H the limit in thickness (or
the last turning of driving wheel tiro. On some
linos with more recently constructed express engines
this limit is raised to two inches. As tirea get thin
the blows they are subjected to in service sometimes
result in, if we may so call it, an inperceptible ham-
mering out or enlargement which causes the tire to
becomes loose and slip. The initiative has already
been taken by some of the eastern lines of securing
their driving wheel tire with retaining ring. If the
breakage of the tire could be remedied by simply in-
creasing the limit for thickness at last turning, the
demand for a new fastening would not be so appar-
Lcl us consider some figures in connection with
securing tire with retaining rings. It is expected
by some that with retaining rings it is practicable to
get 4 in. more wear from a locomotive tire than if
shrunk on by the ordinary method. A S-inch Hanged
tire for a(j2-inch center will average 1,0-57 lbs. in
weight; at 4} cents per lb. (old price) its value would
be $-50 21. For convenience iu calculating, let us as-
sume that it will be condemned at 2 inches. Two-
thirds of the original weight would be 705 lbs.,
which at a scrap value of $iy-20 per ton, would be
worth *U-77.
The one inch that would be worn off, therefore, on
the above basis, would cost SH3-44 or *21-72 per half
inch of wear. For any device whioh will enable rail-
roads to get + inch more service out of its tire, they
can afford to speud $21-72 per tire without its costing
any more than it may now be doing under the
shrinkage plan besides the advantage of greater se-
curity during the whole life of the lire. Assuming
that a tire will give 10,000 miles to the sixteenth of
wear, 4 inch additional wear would be equaivalent to
80,000 additional miles before the tire has to be re-
moved, or .5,000 miles a month or IB additional
Now let us look at this subject in connection with
the smaller truck wheels. It can hardly be allowed,
if we omit consideration of the leading engine truck
wheels, that a general introduction of steel-tired
wheels in trucks is called for by the breakage of cast
irons wheels. Especially is this apparent when we
compare cast iron wheel breakage with locomotive
lire breakage. The fact is, the more general intro-
duction of meritorious devices is often prevented by
ihe^prices manufacturers put on their product. Thus
the consideration of the use of carefully made steel
axles and carefully made iron axles both offered at
2* cents u pound is an entirely different problem to
that of iron axles at 24 cents a pound and steel at 5
ceuts. So it is with wheels. A few years ago, 42-in.
steel-tired wheels costs $80'00 each; at the present
time some of the most promising steel-tired wheels of
the same diameter can be had a cost of $55 each.
Withiiiii !• n-tv-i,i:ifi:-iiieas to manufacture the latter
iiL' ■!■■.■ !!.■!- ':■ ,1. .I'. >!,.,! :,iH>ut as follows:
\^ - ' I S33-O0eacii.
.-1' i.: - : . - . .1 l.v»l ■•
i\'-J ^- I I -• ■ I' - 4-I1I ••
Total SiVOO
The smaller sized wheels are also less in propor-
tion and influenced to some extent of course by the
form of faslening. In the above figures we direct
your particular attention to the item "labor fitting."
The amount, $4-lil, is not an estimated oue, but is
the actual cost of fastening, boring, turning and fit-
ting the tires to 50 centers; all labor included. We
will doubtless be criticised tor the price at which
we have placed locomotive tires in an earlier part
of this paper. These figures show that it by no
means follows that $21-72 will have to be paid for a
tire fastener. In our opinion, thei-efore, the real
reason why the subject of steel lire truck wheels is
gelling such general attention, is the lower prices
at which they have been placed on the market, and
which has been brought about by the reduction in
It e cost of tire during the last year. If, then, any
large number of steel tired wheels are to get into
service, it will be well to consider carefully the prin-
ciples that should be observed in attaching the tire
to the center.
In Europe this subject has had much more atten-
tion than in this country, and the variety of methods
used at different times, we are almost templed to as-
sert, is only rivalled by the various forms of auto-
malic couplers devised in this country. An exceed-
ingly interestingsheelilluslraliveol ihis.appeared in
the Railway M.vster Mechanic in December, 18SU.
No less than 53 different methods of securing tires
to centers are here illustrated. What a fine Held
tor any one to investigate! One of the first prob-
lems he will have to battle with, will be a decision
!is to whether a wheel shall be selected composed of
many parts, or few parts. An equally important
question, however, is the securing of the tire to the
wheel, and the way to take up this question is not to
weigh the value ol the fastenings when the wheels
are freshly turned out of the shop with full thickness
of tire. Kaults rarely develop then, nor when one-
half the life of the lire is gone. It should be viewed
from the standpoint of having given years of success-
ful service. When thousands of miles have been
made and the tire is reaching its end, it is then that
the merit of the fastener wil. be tested, and if pos-
sible, it should be so viewed in making a selection.
It has already been asserted that tbe limit ot thick-
ness of lire, in so far as locomotive practice is con-
cerned, secured to centers simply by shrinkage, is
gauged not tor fear of the lire breaking, but because
of its tendency when thin to hammer out and slip.
Precisely the same thing occurs with smaller wheels.
We have here two bolts removed trom a 42 in. wheel
the lire of which was shrunk on the center and in
addition secured by plates and bolts. You will ob-
serve close to the heads how the bolts have com-
menced to shear. You have all seen much worse
samples than these, some one-half sheared off and
some entirely sheared off — what has produced it'/
Unquestionably it is the slip of the tire. In the
Mansel retaining ring is perhaps one ot the best
known fasteners coming under this type. It has
been used extensively in the old country and is gen-
erally well spoken of. In our opinion it, in common
with many other fastener though doubtless in a less
degree, is subject to the serious criticism of bolt
shearing.
Cases ot bolt shearing doubtless occur more or less
frequently, but tor various reasons seldom come to
the surface. The tact that many inventors herald
their products as coming under the heading of " bolt-
less wheels " shows clearly that what has been said
on this feature ot fastenings is well recognized by
those who have made the subject a study.' It it be
granted then that in shrinking on tires ot small di-
ameter, as with those of large diameter misfits may
be made and also that when worn thin even what was
a perfect fit originally is liable to slip through the
enlargement of the tire by hammering or by heating
from brake application, it must be apparent that the
best form ot fastener is one which secures the tire to
the center iu a manner that will allow a slip of the
tire without any shearing strain being brought on
the fastener. In other words the fastener should be
circumferential with the tire and not at right angles
to it. Our belief is that this principle should be
observed in locomotive driving wheels as well as in
the truck or car wheels.
A New Graphite Faint.
A new graphite paint is offered by the Collins
Supply Agency of Louisville, Ky., which promises
to be very successful and valuable. The color is a
handsome warm slate, or dark lead, admirably
adapted to root and bridge painting; and a line of
freight cars, painted with this as a standard, would
be quite unique in contrast with the time-honored
red and brown metallic paints.
The manufacturers claim that the graphite used is
US per cent, pure carbon; and thai, as carbon has no
affinity tor the oxygen of the air, which is the essen-
tial cause ot all rusting, this graphite paint makes
the most perfect protection tor the under coals ot
oil after the surface coat has been eaten away by the
elements, and hence is the best protection to the
painted surface. It this theory ot graphite is cor-
rect, that substance should, in proper combination
with linseed oil, form the most durable of all paints
and largely supplant oxide of iron (metallic) as a
pigment tor out-of-doors painting. It is well knowi
destroyed the surface ot oil rusting begins with the
oxide ot iron, and is by it actually communicated to
the surface of tin or iron beneath.
When any ot our readers shall have had practical
experience with the graphite paint, we shall be
glad to hear trom them aud to make known the
results.
PERSONAL.
Mr. A. liosevelt has been appointed master mechanic of
the Austin & Northwestern Railway.
Mr. John F. White has been appointed master mechanic
of the Fort Worth & Denver Railway at Fort Worth, Tex
Mr. R. M. Galbraiih has been appointed master mechanii:
of the Texas division of the St. Louis, Arkansas & Texas
Railroad.
Mr. N. S. Kimball, master mechanic of the Milwaukee
& Northern railway, has removed his hoadquartcrters
from Ft. Howard to Green Bay, Wis.
Mr. J. Mulligan, superintendent and purchasing agent of
the Connecticut River Railroad, succeeds Mr. N. A. Leon-
ard, deceased, as prc3idenl of that road.
Mr. William Voss, formerly master car builder of the
Burlington, Cedar Rapids & Northern and later with the
Fox Solid Pressed Steel Co., is now master car builder of
the Illinois Steel Co.
Mr. D. C. Courtney has resigned as master mechanic of
the Atchison, Topeka & Santa Fe at Arkansas City, Kan.,
and Mr. M. Emsr.v, hitherto foreman of shoi)s at Topeka,
has been appointed to succeed him.
Wc understand that the office of master mechanic
on the Chicago & Iowa, held honorably for so
many years by Mr. B. W. Morris, has been vacated,
and that the motive power and rolling stock of
the road will hereafter be under the charge of Mr. A.
Forsyth, master mechanic of the C, B. & (J. This is in
pursuance ot a plan lo still further merge the managciiicni.
of tte Chicago It, Iowa with that of the C, U. & Q.
THE RAILV^AY MASTER MECHANIC
December, 1890
We are pleased to learn that Mr. James F. Hobart, long
and favorably known in the field of technical journalism,
has been given the entire editorial control of the American '
Journal of Railway Appliances. This journal, always
bright and interfsting, will, we are sure, be better than
ever under the direction of its new editoria chief.
E. M. Andrews has been appointed master mechanic of
the Eastern Railway of Minnesota, with headquarters at
West Superior, Wis. Mr. A. F. Priest, who some time ag)
left the position now assumed by Mr. Andrews, is at pres
ent we believe, devoting special attention to his snow
Hanger, which is a popular success in the northwest
Mr. X. L. Hinman, vice president and treasurer of the
Brooks Locomotive Works, is one of the directors of a new
Vanderbilt road about to bo built in Chautauqua county.
New York. The road will be called the Silver Creek &
Dunkirk, By., and is intended as a short cut for the Lake
Shore road between the two cities named in the title.
Mr. Geo. H. Baker, who left the service of the Chicago,
Burlington & Quiocy last winter to accept the office of
master mechanic of the Western Railway of Uruguay, has
resigned his position and will return home in February,
going to Glasgow, Mo., where, we believe, his family is
located. Mr. Baker, many of our readers will remember,
has made a special study of the economical use of coal and
steam on locomotives, and has done excellent work in in
structing engineers and firemen on the C. B. & Q. and
other roads.
In the annual reportof the proceedingsof the Master Car
Builders' Association is printed an obituary notice, pre-
pared by Mr. W. B. Snow, of Mr. Charles F. Scoville, one
of the oldest members of the association. Mr. Scoville was
born in Connecticut in 1831, and died in Chicago in Febru
ary of this year. He was in early life a millwright in Con-
necticut. He came to Chicago in !$.V3 to build a car shop
here for the American Car Co., of S=,ymour. Conn. He re-
mained with this company until its Chicago shops were
sold to the Illinois Central Railway Company, when he
entered the service of the latter company. After doing the
roof and carpenter work on the Central depot, at the foot
of Lake street, Chicago, he took charge of the company's
car works, retaining that charge until isri. He then en-
gaged with the Wells-French Co., built their car shops and
superintended them until within a few months before his
death. Mr. Scoville was a thorough mechanic, being well
posted on all kinds of work he had to do, and was liked by
his comrades. He joined the Master Car Builders' Asso-
ciation at Chicago, at its third annual convention, held al
the Tremont House in June, lSb9.
Mr. Henry H- Suplee, recently editor of the technica:
journal Mechanics, and also consulting engineer in Phil
adelphia, has been appointed to the position
ncludiug edi
Mr. W. H. Br.van, recently
Electric Light Company, St. Louis, Mo
the position of m
al work and adveri
appointed to
,ger of the Chicago house, mide vacant
_ of Mr. Donovan.
Mr. Frank H. Taylor, formerly president of the Belmont
Iron Company, PhiUdelphia, was appointed in February
last to the position of minager oE the Philadelphia house,
vice Mr. John T. Boyd, resigned.
—The report that the works of the£. A. Gray Co., of
Cincinnati, are to be removed to Chicago is untrue. Mr.
Gray has had the question of removal to Cleveland under
consideration, and it is quite likely that the works may be
transferred to new and larger shops in that city within the
ome time to come, however, the com-
pany will continue "to do business at the old stand.'' It is
fact that the orders received for the very high grade of
achine tools made by this concern have over-taxed its
capacity, and it is further behind in its deliveries than is
fortable for the management or its customers.
Messrs. Post & Co., of Cincinnati, have recently filed a
large order for locomotive headlights for export. ~ '
SUPPLY TRADE NOTES.
—The Ashcroft Manufacturing Co., of New York, have
issued a handsome catalogue illustrating their pressure and
vacuum gauges, springs of patent so'.id drawn seamless
tube, hydraulic gauges, Tabor's improved steam engine in-
dicators, pipe stocks and dies and pipe fitters' tools.
Browns adjustable pipe tongs, special boiler appliances,
etc. The illustrations and descriptions are presented in a
very attractive manner, and the quality of both engravings
and letter press is excellent. Many interesting devices of
the general character indicated by those mentioned are
shown and described in this catalogue. Considerable use-
ful information in the shape of work shop recipes, melting
points of metals, tables of alloys and soldiers, dimensions of
shafting and belting that will transmit given am-iunts of
horse newer, etc., and also given. A full index enhances
the value of the catalogue.
—The Consolidated Safety Valve Co., of New York
manufacturers of stationary, marine and portable engines,
popsafetyvalves,with Richardson's patent adjustable screw
rings, send us a handsomely bound catalogue of their vari
ous specialties. The work covers the specialties of this
company in an admirable manner. Valuable rules for en
gineers and firemen for the management and care of steaii
boilers are included in the catalogue. The book is indexed,
which makes it more valuable as a work of reference, but
the plan of indexing is not as excellent as might be desired.
—The Yale & Towne Manufacturing Company has issued
a circular announcing the following changes and appoint-
ment in Its executive staff :
Mr. Schuyler Merritt, since 1S7S secretary, and since 1«S4
the generalmanager, resigns the latter position, but re-
tains that of secretary. He will have charge of the com
pany's legal and patent affairs, and of the business of depart-
ment B., bank locks.
Mr. W. F. Donovan, since l^v'is -he manager of the com-
pany's Chicago house, manager of its western business, is
appointed to the position of general manager.
Mr. George S. Red field, recenilv manager of the tubular
axle department of the National Tube Works Company, of
Boston and McKeesport, Pa., ha
sition of manager of department
the Stamford ofUce.
Mr. B. H. Warren, recently superintendent of the works
of the Hancock Inspirator Conoany, Boston, has been ap-
pointed to the position of manager of departments C.
cranes, etc., and D, puUey blocks, hoists, etc.. in the Stain
ford office.
atly
shop, and above which two overhead traveling cranes vnW
be placed. The building is lofty and well lighted, and has
a two story annex extending along one side for its whole
length, and is fitted for machinery suitable for doirg all
the necessary work connected with the erection of locomo-
tives. A separate engine located in the building will fur-
nish the necessary power for this shop.
— Messi-s. Eiehle Bros., proprietors of the Philadelphia
Scale & Testing Machine Works,9th and Master Sts.,Phila-
report the following among recent orders : four extra heavy
overhead charging scales for J. P. Witherow, engineer for
Southern furnaces : also from same firm four pig metal
scales, five ton miner scale, H. R. Worthington, N.Y. ; one
30 ton iron frame railroad track scale. United States navy
yard, Norfolk, Va. ; one overhead charging scale. Ten-
nessee Coal & Iron Co.. South Pittsburg, Tenn. ; one 60 ton
railroad track scale. Southern Railway Supply Co., Rich-
mond, Va. ; one wagon scale, Bryn Mawr Hotel Co., Pa.;
one charging scale, Cherry Valley Iron Works.
Leetonia, Ohio; one 100,000 lb. testing machine. University
of Iowa: one 30,000 lb. testing machine. Bureau Inspection
of steam vessels, St. Paul, Minn. ; one '30,000 lb. testing
machine. Standard Oil Co., to go abroad; one 40,000 lb.
testing machine, bureau of steam vessels, Norfolk, Va. ;
.„ . ;e7y°larg6" lot 'of conductors' "^V^'i"; l^-„'„^„'Ji°L"^.^"2'l^.;,^- ^^ ■"'^V J'^'-d. Brooklyn,
Shipping punches to Ireland
punches to Ireland
like sending coal to Newcastle-
getting ahead.
The Sebastian-May Co., of Cincinnati, O., have been
compelled, owing to the rapid and continued growth of
their business, to obtain larger m inufacturing facilities
(the third time within a period of seven years), and have
decided upon Sidney, O., as a site. They have there se-
cured a large tract of land, upon which have just been
completed commodious brick and stone structures, espe-
cially adapted for their business, and which they have sup-
plied with the best and most modern machines, tools and
appliances obtainable, for the rapid and economical produc-
tion of their specialty, "lathes."
—The value of the Harden hand grenade was well shown
recently by its effective use uuon a fire in one of the many
establishments of the Barber Asphalt Paving Co. The
effacacy of the grenades on this occasion was so marked
that the manager of the paving company immediately
bought of the Harden Hand Grenade Co., of Chicago,
enough grenades to equip his company's plants at Altoona,
Erie, Harrisburgh, Scranton, and Wilkes Barre, Penna.,
Albany, Buffalo and Lockport, N. Y., New Orleans, La.,
Omaha, Neb , and Kansas City, Mo. It would be advis-
able for railroad companies to consider the matter of pro-
viding their shops, buildings and passenger coaches with
similar means for extinguishing fires.
—The Universal Radial Drill Co., of Cincinnati, Ohio,
recently shipped one of its No. 2 universal drills to Stock-
holm, Sweden, for the Swedish State Railways. Among the
more important tools now being built on order by this com
pany are the following: A revised and
drill No. -t. lO ft. radius of arm) for the
of Carnegie, Phipps & Co. ; A No. 3 u
ft. radius ol
jroved radial
aestead works
rsal drill (T'j
Northern Pacific Railway Co.;
; for the Addys
unted
and a flange facing machine, to face the flmges (both
ends at oncel of pipe from 6 in. to +S in. in diameter and in
length from '-! to 14 ft., facing crosses, etc., both ends hav
ing double ended facing arms, this machii
ton Pipe & Steel Co.
—The Mason Regulator Co. takes first premium
and timely Thanksgiving mementos. Mr. Chase
out several hundred turkey wish bones neatly mi
handsome cards to his many friends and customers. He |
claims to have eaten all the turkeys. If he did his pressure
regulator must have been taxed to its utmost.
—The St. Louis Car Coupler Company was organized
November 13, with a capital of l'3,000,000 for the purpose of
manufacturing the St. Louis steel coupler, which is of the
M. C. B. type. Tht following board of directors were
elected: Henry O'Hara, Geo. A. Bannantine, T. W. Mc-
Manus. Jos. F. Mangier, Jos. W. Givens, VVm. V. Wolcott,
and Ed F. Goltra The coupler will be made of a special
brand of steel known as the Howard brand, made by the
St. Louis Steel Foundry Co.
—The Baldwin Locomotive Woi'ks, of Philadelphia, has
received an order for 50 locomotives from the Great North-
ern Railway line, to be used on the I'acific coast division
of that road. This compiny has also received an order
from the government of New South Wales, for twelve 10-
wheel passonfier engines, the specification of materials be-
ing made to conform to the practice of that government.
The fire-boxes will be of copoer.tubes of brass and staybolts
of copper. These engines will also be provided with a
screw reversing gear.
—The Schenectady Locomotive Works are building a new
erecting shop of considerable proportions. The new shop
is on the site of the old one, but will be larger. The new
shop will contain IT pits, which extend transversely in the
N. Y. ; one 60,000 lb. testing machine, Risdon Iron Works,
San Francisco, Cal. ; one 100,000 lb. testing machine,
Youngstown Iron & Steel Co., Youngstown, O. ; one 100,-
000 testing machine, one 5,000 lb. Torsionial testing ma-
chine and one 2,000 lb. cement tester, State College, State
College, Pa.; two 1,000 lb. cement testers, Missouri Pacific
Ry. Co.. Missouri: one 1,000 lb. cement tester, department
of public works, Boston ; one 1,000 lb. cement tester, U, S.
engineer's office, Detroit, Mich. ;one 1,000 lb. cement testet,
Lehigh VaUey Ry., Batavia, N. Y. : one 1.000 lb. cement
tester, Runkel, Smith & Co., New York, to go abroad ;
one extra heavy rolling mill scale, Bethlehem Iron
Company, Bethlehem, Pennsylvania; one IIO ton railroad
track scale, Oxford Iron & Nail Co., Oxford, N. J.;
two extra heavy pipe provers, Runkel, Smith & Co. for
abroad; one power rope twistei-, Anniston Pipe Works,
Anniston, Ala. ; one power rope twister, Chattanooga Pipe
& Fd.v. Co., Chattanooga, Tenn. ; one 1 ,0O0-lb. cement tes-
ter. Northern Pacific Railroad, Vancouver Bridge, Ore. ;
one 30 ton Robie jack, Lehigh Valley R. Co. ; two 30 ton
Robie jacks, Thomas Iron Co., Hokendauqua, Pa.; one '30
ton Robie jack. East End Iron Co., South Boston, Va. ; one
10 ton Robie jack, Cochran Ore Co., Hamlet, Ga. ; ten :iu
ton Robie jacks. Norfolk & Western Railroad ; two 30-ton
Robie jacks, Penna. R. Co., Renovo, Pa.; one 30 ton
and two 10 ton Robie jacks, U. S. navy yard, Norfolk, Va. ;
two 30 ton Robie jacks, Richmond & Danville R., Rich-
mond, Va. The above list comprises only a portion of the
most important orders. This establishment is very busy,
and have orders for several months ahead.
—Among the recent orders received by the Mason Reg
ulator Co., of Boston, for their railioad specialties, are the
following: 100 reducins- valves for the Consolidated Car
Heating Co.; .50 reducing valves for the Martin Car Heat
ing Co. ; also orders for the same from the Dela-
ware & Hudson Canal Co., the Western New York & Penn-
sylvania, Maine Central, Detroit, Lansing & Northern,
and other railroads. They have also received orders for
their air brake regulators in quantities from the Eames
Vacuum Brake Co., and the Maine Central, Georgia Cen-
tral, and other railroads.
—The Eureka Cast Steel Co., Chester Pa., is building an
S-ton open hearth steel furnace of the Siemens-Martin type.
—The National Hollow Brake Beam Co. has secured
ground adjoining its present site and is building an addition
fi0xl04 feet. The new building will be equipped with spe-
cial machinery for the manufacture of i he Westinghouse
brake beam, which is now controlled by this company.
—The 1.000 box and .'iO stock cars recenlly ordered by the
Philadelphia & Reading are to have Dunham car doors,
National hollow brake beams, Westinghouse air brakes and
Van Dorstoo couplers.
—The P. A. Brie Fire Hose Co. is the way telegrams oc-
casionally reach Mr. E. C. Quimby of the Fabric Fire Hose
Co., at X LaSalle St., Chicago.
—The Newark (N.J.) Machine Tool Works have sold two
of their new pattern horizontal boring and drilling machines
in Chicago within the last 30 days. The makers claim for
them exceptional power and capacity. Important features
are the wide range of instantly changeable and reversible
feeds which are meeting with favor
— \ P itnuot the machines tools etc., with which the
X. ti 1 1 1 heyenne illustrated in the Novem-
bn \i 1 Htie taken fromothershopsof that
toil sled The new tools were all fur-
n,s\ 1 of Manning, Maxwell & Moore.
The foil nioK li-t gues the names of the mi
the more important machines in the new eq
One
Dboembeb, 1890.
THE RAIL^VAY MASTER MECHANIC.
+s in. Pond Machine Tool Go's, wheel borer, with hub facer
and crane; one Pond engine lathe :10 x U; one Pond hy-
drostatic wheel press; one No. 2 Fay ripping saw table;
one Berry & Orton a; in. rip saw bench; one No. a Fay
large car railway cut-off saw, with iron frame; one No ■..'
Fay oandsaw; one No. aSpringfleld Emery Wheel Mfg.
Co. grinder, and several Springfield tool room grinders;
one Berry & Orton square hollow chisel mortiser; one No.
ti Fay large car mortiser; one No. ;i Fay power mortiser
and power compound bed ; four Acme bolt cutters, both
douole and single heads; one No. .". Fay Universal car
tenoner; one Fay three spindle vertical borer; one No.
.". large Pay band saw; one No. i Fay fret saw; one Fay
improved iron frame dimension planer; one Fay six roll
cylinder planer; one Egan double cylinder six roll No. 7
planer; one No. .'i Fay heavy four side moulder; one No. a
.'-'ay edge moulder.
Jersey City
—The Pennsylvania R. Co. are er
an elevated railroad structure, over one mile loug and
four tracks wide, on which their entire passenger travel of
millionsof people willenter and leave the city. The iron work,
which has 1.^ feet street clearance, is immense in its propor-
tions, and was made and erected by the Pencoyd Iron Works-
11 is a marvel of accurate and substantial construction. It
lia.s been the practice of the Pennsylvania R. Co. heretofore
to use a light colored paint on all of their iron structures,
but after a thorough examination into the merits of Dixon's
silica graphite paiot they chose that as the paint for this
work. The work of painting is rapidly progressing, and
Mr. Eekert, the superintendent of painting, says that,
while he was at first very much opposed to the use of
graphite paint, he now- finds it easily laid on, with a cover-
ing power twice that of white lead and three times that of
other mineral paints, and of very handsome color. The
.loseph Dixon Crucible Co. of .lersey City, who are the
manufacturers of this graphite paint, claim that it will
successfully resist all chemical and atmospheric changes
and outlast any other paint several times over. 11 is not a
new article but has been on the market for -20 years, and
there are tin roofs in Trenton, N. J., that have been coated
with this paint for I.i years without repainting,
—The Richard Voso Car Spring Co. room .57, ll,i Broad-
way, will herealter conduct the business relative to '-grad-
uated " springs for horse, cable, electric motor and steam
railroad cars, which has for many years been conducted
under the name of Richard Vose. Mr. Vose's authorized
representives connected with said company, are John C. N.
(Juibert, secretary, Gustavus Suckow, New'i'ork; A. W.
Slee, -m American Central Building, St. Louis, Mo. Wm.
P. Williams, 717 Phenix Building, Chicago, Ills.
—The Hoggson & Pettis Manufacturing Co., of New
Haven, Conn., is successfully introducing a new reversible
jaw for use with the well known Sweetland chuck which
this company manufactures. This jaw combines three
styles in one, and is thus adapted to every variety of work.
The changes are easily and quickly made by reversing the
top section without moving the jaw from its place.
-The Jewell
Belting Co., of Hartford, Conn., is building
a large addition to its plant on Hicks street. The company
reports a steadily increasing business in its line.
—The car gate manufactured by the Bliss Co., of Paw-
tucket, R. I, is being actively pushed, with results very
satisfactory to the comnany.
—Among recent ordei-s received by the Mt. Vernon Car
Manufacturing Company, Mt. Vemon, 111., are the follow-
ing: Two hundred refrigerator cars for the Union Rail-
way & Transit Company, lio furniture cars for the Chi-
cago & Eastern Illinois, -JOO hopper bottom gondolas forthe
LouisviUe & NashviUe, -iW box and MO coal cars for the
Jacksonville Southeastern, and iW coal and 100 stock and
M box cars for the LouU\-i]le, Evansville & St. Louis. The
plant of this eompanyijccupies M acres of ground, and has
a capacity oj I. i cars and -200 car wheels per day, besides
other founSry work. This company, although it has been
running but a few months, now gives employment to about
**.9() men, and the outlook for future work is ver.v encourag-
ing.
—The Buda Foundry & Manufacturing Company has let
the contracts for the erection of its new buildings at Har-
vey, 111. Its works will consist of eight buildings, built of
stone and brick, as follows : A wood-working shop, WxloO
ft.; storehouse, i>0.xlOO; machine shop, 60x1.50; fire room,
4.5x60; blacksmith shop, i',uxl.50; foundry, 60x120 ; pattern
room, '24x40; engine, boiler and coal building. 40x90 ft.
Work will begin at once, and the buildings will cost about
*7.5,000. It is intended to have these buildings completed
by February 1, ls91
—The McUuire Manufacturing Company, 12-2 N. Sanga-
mon street, Chicago, vrhich builds the well known McGuire
patent grain door for freight cars, is adding three stories
to its factory.
—The Union Switch Sc Signal Company has decided to
move the olHce of its secretary and treasurer from Pitts-
burgh to Swissvale, where the company's works are
located. Mr. E. H^ (ioodman, the present general
manager of the company, has been elected as vice presi-
dent, in place of C. H. Jackson, resigned, and Mr. Good-
man will perform the duties of both general manager and
vice president. This company has recently contracted to
put in an interlocking signaling plant of 6^ levers in the
Detroit yards of the Michigan Central liailway.
—The Billings & Spencer Company, of Hartford, Conn.,
is building quite an extensive addition to its works, which
will greatly increase its facilities, this increase being ren-
dered necessary by the large and constant growth of the
company's business. The addition will be built of brick
and brown stone, and will be 200 ft. long and 40 ft. wide,
with an ell on the front 80 ft.
THE OFFICIAL RAILWAY LIST.
Changes forthe Month of November, 1890.
Atciiisos, Toi'EK.v &S.VNT.V Fc— .\very Turner, super-
intendent of southern division, transferred to superintend-
ency of middle division, vice H. R. Nickerson, promoted;
J. H. Parsons, appointed superintendent of southern divi-
sions, vice Turner, transferred. D. C. Courtne.v resigned
position of master mechanic at Arkansas City, kans; M.
Emery, foreman of shops at Topeka appointed to succeed
him.
& Nohtbb
Rosevelt
B.vLTiMoiiE & Ohio.— F. W. Patterson appointed engi-
neer of maintenance of wa.v of Pittsburgh division, vice W.
T. Manning, resigned.
Chkauo & Eastekn- Illinois.— L. R. Brockenbrough to
be general freight, agent, vice F. V. Davis appointed traflic
manager.
Chicago & Northwesteiin. —Cornelius Palmer appointed
engineer of Peninsular division, vice S. H. Selden, re-
signed.
resigned.
Latta, master mechanic, resigned.
Chicago, BrRLlXGTOX & Nortuers.- P. H. Hough ap-
pointed trainmaster, vice J. T. Fi-anciscus. resigned, and
F. C. Beisel, chief train disiratrhPi- --i.rr II Hough.
Chic.vgu, Rock Isnsn ,v I ■ ',1! Chamberlain,
superinteudent of Illinois ii. , - .- > other duties.
C. L. Ewing appointed si.i" I iiiois division,
headquarters Chicago, 111. II .\ w :. upninted superin-
tendent of southwestern division, ht-adqiiai-ters Trenton,
Mo. J. C. Coombs resigned position of assistant superin-
tendent of Des Moines valley division and office abolishert.
W. H. Given appointed trainmaster of that division, with
office at Des Moines, la.
Chicago & Iowa. — Headquarters removed to Aurora.
The road under charge of Superintendent Judson, who will
also act as a superintendent of Chicago division of C, B. &
Q. The office of master mechanic of the Chicago & Iowa
vacated and the machinery under charge of Master Me-
chanic Forsyth, of C, B. & Q.
Chicago, Milwaukee & St. Pail.— W. O. Chase, ap-
pointed superintendent of sleeping car department. Geo.
H. Heaftord to be general passenger and ticket agent vice
A. V. H. Carpenter, relieved. Auditor Jas. P. Whaling,
retired, and succeeded by W. N. Winne.
has resigned the office of traffic manager of these com
panics and the office of traffic manager has been abolished.
M. W. Rose, assistant general freight agent of the Chicago
& West Michigan at Grand Rapids, until further notice
will act in a corresponding capacity for the Detroit, Lans-
ing & Northern and Saginaw Valley & St. Louis roads.
Chicago, St. Pail & Kansas Citv.-W. R. Busenbark
appointed traffic manager, with headquarters in Phenix
Building, Chicago; F. H. Lord to be general passenger and
ticket agent, vice Busenbark, promoted.
Cleveland, Cincinx.vti, Chicago & St. Locis.— A. D.
McLeod, with title of assistant general freight agent, and
W. L. Baldwin, with title of assistant general passenger
agent, have charge of freight and passenger traffic respect-
ively of Cincinnati, Sandusky & Cleveland and Columbus,
Springfield & Cincinnati divisions, with headquarters at
Sandusky, O. Jurisdiction of Big Four general officers ex-
tended to these newly acquired projierties. J. E. Rose, ap-
pointed superintendent of Cincinnati division, with head,
quarters at Cincinnati; C. J. Stedwell to be, for the pres-
ent, superintendent of Cleveland division, with headquar-
ters at Cleveland; W. C. Irwin, chief engineer, resigned.
Colorado Midland.— Now controlled by Atchison, To-
peka & Santa Fe; Allen Manvcl elected president.
CoLL-^incs & Western. — J. K. Clemence appointed master
mechanic at Columbus, Ga.
Connecticut Rivek.— J. Mulligan, superintendent and
purchasing agent, elected president to succeed N. A. Leon-
Delaware, Lackawanna & Western.— W. S. Sloan
elected third vice president in charge of freight and passen-
ger departments.
De9 MOIXE.S & Northwestern.— C. W. McMeekiii ap-
pointed chief engineer with office at Des Moines. Iowa.
East Tennessee, Virginia & Geokgia.— S. M. Fclton,
Jr., elected president, C. S. Brice and Henry Fink vice
presidents; Samuel Thomas chairman of the board.
Alabama Great Southern and Cincinnati Southern now
controlled by this system.
FiTCHBUKci.— E. K. Turner having resigned the office of
chief engineer. A. S. Cheever has been appointed to suc-
ceed him.
Four Worth & Denver.— .(ohn F. White appointed mas-
ter mechanic at Fort Worth.
Great Noktiiern.— L. E. Johnson appointed superin-
tendent of Montana Central division. A. H. Hogeland ap-
' be vice presit
pointed <
ters at St. Paul. W. S. Alexander
general manager Eastern of Minnesota.
GuLK. Colorado & Santa Fe.-Gco. J. Helm, superin-
tendent of southern division, resigned, and succeeded bv S.
S. Morris; S. K. Wheeler appointed superintendent of
transportation, with office at Galveston.
IllinoisCextr.\l.— W. A. Kellond appointed assistant
to second vice president; J. C. Hartigan appointed super
intenilcnt norilicrn ilivisiou, vice E. G. Russell, trans
fen-cd tn w i., ,,,.siii . I, vision.
La. I, 1 . ... ^ i II «KSTEHN.—W. A. Badger, general
'"1"^'|"' ' i M iiasing agent, resigned.
Li:iii ;. \ ,. , I E. Webster appointed
chiel oiiL-iriori-, with lieadquarters at office of second \
presid.'iii, .South Bethlehem, Pa.
U.vi^viu.r. Sc Nashville.— E. B. Stahlman, third vice
president, resigned, and Judge W. J. Wood, of Evansville
liid., aiipoiniod his successor; C. A. Kritzkv appointed'
assistant to general manager, vice W. Kellond; resigned
Louisville, New Orleans & Te.vas.— B. F. Mitchel
appointed general freight agent of Northei-n division -tnd
R. F. Reynolds general freight agent of the Southern di
vision. C. H. Seterlock appointed assistant general freiehi
agent of both divisions.
Me.kican Central.-
ceeding G. F. Thayer.
Me.kican Gulf, Pacific & Puget Sound. -Charies Sey-
mour has been appointed chief engineer.
Milwaukee, Lake Shore & Western. — Purchasing
position as-
Frost appointed auditor.
Mis:
Pac
—James F. Jones appointed superin-
tendent of the terminals at St. Louis, to succeed Frank
Stilwell; A. Marsh aopointed division superintendent of
mam line, irom Sedalia to Kansas City, the Lexington
branch, the Jefferson City, Boonville & Lexington division
and the Sedalia. Warsaw & Southern branch.
Monterey & Me.xioan Gulf.-J. P. Flynn appointed
assistant general superintondent of operated lines.
Mobile & Ohio.- E. P. Hawkins appointed supervisor
01 second division, with headquarters at Artesia Miss
in place of O. T. Nelson, resigned.
New York & New England.— D. H. Nichols to be suiier
intendent of New Haven division.
New yoRK, Pennsylvania & Ohio.-H. N. Donaldson
appointed superintendent of Mahoning division, succeeding
C. R. Fitch, resigned. Headquarters at Youngstown.
New York Central & Hudson River.- d. B. McUov
has resigned as superintendent of Buffalo division of West
Shore to take position of superintendent of Hudson River
division of New York Central in place of E. G. Allen Mc
Co.y succeeded by J. P. Bradfield, of Hudson River division
of West Shore.
New York, New Haven & H.iRTroKD.-W. A. Water
bury appointed superintendent of Shore Line division, suc-
ceeding E. G. Allen, resigned ; A. S. Ostrander succeeds
Watei-bury as superintendent of Air Line division; N A
Willcox promoted to the position of general freight agent
Avith headquarters at New Haven, Conn.
New York, Lake Erie & Western-.- J. F. Maguire to be
superintendent of Western division, vice W. M. Maguire
transferred to Susquehanna division as successor to J H
Parsons, resigned.
Norfolk & Western.-J. R. Rohrer appointed division
engineer in charge of construction on the Ohio extension,
vice John Rapelye, resigned.
Northern Pacific— The following appointments of
roadmasters have been made: W. J. Jones, of Cascade di-
vision, with headquarters at Puyallup: L. Jenney of divis-
ion from Puyallup to Tacoma and in charge of Tacoma ter-
minals; T. Hanrahan of division from Lake View to Port-
land.
Old Colony.— J, H. French. to be superintendent of
Cape Cod division, vice C. H. Nye, resigned ; EG Allen
to be superintendent of main line, vice French, trans-
Ore ,
EMKM Co -,roseph Simon, of Portland.
'■' ■'■ ^' f : ins to be assistant super
■I -^ 1'. ■■ ^ iidi with headquarters at
■'■•'' I ■- I . i:. J. McCabe tobe as
^1 ■ -Northern, with office at
■ i' •■ ' ii.Nlcrred; H. F. Nichols U)
uii-u.i:,!,! Oi.Nuipia branch Port Town
Olympia vice C. C. Jacobs, resigned.
Pullman's Palace Car Co.-F.' H. Crane, district suii
erintendent at Chicago. transfeiTed lo Kansas City, in
place of W. H. Dickinson, assiirned to otlu-r duties. J S
Merrill, superintendent oi s.mi,,,,, ,i i,,,,,,, transferred
to Eastern division, to sur. . . ii i: _.. deceased.
Savannah, Florida i V> ! McKee having
been appointed assistant i.- .. n i,,, n,,i .,-,r, the office of
comptroller has been abolish.,;. II. ii. .MoKee, appointed
auditor and C. T. Morel appointed general accountant.
Seaboard Air Line.- Offices of general freight and pas-
senger department removed to Norfolk, Va.
St. Louis & San Francisco.— W. A. Thorns has been ap-
pointed superintendent of St. Louis division, w-ith office at
Newbury. Mo., vice E. L. Fay, resigned, and J. A. Mantor
appointed superintendent of Texas aivision, with office at
Fort Smith, Ark., vice Thoms, transferred. L. D. Button
appointed to succeed J. R. Wentworth as superintendent of
Kansas division, with headquarters at Neodesha. H. W
Gardner appointed secretary and treasurer vice T. W.
Lillie, resigned. Executive officers removed to Boston. J.
SiNNCMAnoNiNG Valley — F. S. Curtis. chief engineer
and roadmaster, resigned.
W. H. Badger appointed superintendent with head-
quarters at Austin, Pa., vice G. A. Caldwell, resigned.
214
THE RAILWAY MASTER MECHANIC.
Dec£mbeb,
St Loci'^ Akkansas & Texas.— Traffle Manager Miller
resigned; position nf traffic manager abolished and duties
assumed by L. F. Fay, general freight agent. R. M. Gal-
braith, appointed master mechanic of the Texas division.
Ulster & Delawake.— Anthony Benson, treasurer, de-
ceased.
Union Pm ific— Sidney Dillon elected president vice
Charles F. Adams resigned. A. C. Hinckley appointed
master mechanic of Utah division, succeeding Geo. C. By-
water resigned. C. B. GrifHn succeeds G. B. Ulifl as
trainmaster at Ogden, Utah, the latter having been ap-
pointed chief train dispatcher of divisions centering at Po-
I-atiillo. Idaho. The Pacific division divided into Oregon
.. H. Crocker superintend-
Holcomb superintendent
of Washington division. Mr. Holcombs headquarters will
be Tckoa, Wash. J. W. Troup made superintendent of
water line;:, with headquarters at Portland. Ore., C. A.
catello, Idaho. The Pacific c
and Washington divisions, win
t of Oregon division and W.
Pendle
and Ed-
ward Cookingham, assistant general manager. T. W.
Kennedy appointed division superintendent with head-
quarters at Green River, Wyoming.
West Virginia & PiTTsBrRon.— A. M. Stone appointed
assistant superintendent, with headquarters at Weston,
W. Va.
Westeux New York & Pexssvlvaxia.— T. C. Dabney
to be superintendent Buffalo division, vice Henry Uwyer,
resigned.
We9t Shore.— G. I
vice W. G. Wattson
TUe Finest on Ear<li.
The Cincinnati, Hamilton & Dayton Railroad is the only
ine running Pullman's perfected safety vestibuled trains
vith chair, parlor, sleeping and dining car service between
Cincinnati, Indianapolis and Chicago, and is the only line
•unning through reclining chair cars between Cincinnati
Springfield and Keokuk and sleeping car Cincin-
nati to Mackin
THE
Lima, Toledo, Detroit, the
between
lake regions and Canada.
The road is one of the oldest in the state of Ohio, and the
only line entering Cincinnati over twenty-flve miles of
double track, and from its past record can more than assure
its patrons speed, comfort and safety.
Tickets on sale everywhere, and see that they read C. H.
& D., either in or out of Cincinnati, Indianapolis, or
Toledo. E. O. MoCoRMUK,
General Passenger and Ticket Agent.
AJAX BEARINGS DON'T GET HOT.
AJAX METAL CO.,
Philadelphia, Fe&aa.
512-524 West 41st Street, NEW YORK.
Manufacturer of \ S^i
-#f Wood-Working Machinery,
M^Ko Shafting, Pulleys and Hangers.
sx3iax3 I'on CA-T-A-aLiOca-TTi: ".at.
Buffalo Steam Pump Co.
Manufacturera of- —
STEAM PUMPS
PIEFHTEHTJIIGK,
FOK .XLL lU TIK>
r«EW YOPK-
Tll[ ITKmSOH Wi m SPRIHG WORKS,
CAR SPRINGS OF EVERY DESCRIPTION.
CAST-STEEL SPRING STEEL ALL SIZES AND GRADES.
RAILROAD SPRING STEEL A SPCIALTY.
OFFICE: ROOKERY BUILDING, CHICAGO, ILL WORKS: SPALDING, ILL.
E. G. KENLY. Gfiitrii] .Miin:.ircr. KUGEXE CAKKINGTO.V. Gen'l Supcrinti-ndent.
STORED HEAT IN EARTHENWARE TUBES.
MORTON SAFETY HEATING COMPANY,
BEING TESTED ON THE
FOLLOWING ROADS:
CtNlDltH RtllROlOS.
Intercolonial.
Grand Tmni,
3anadian Pacific.
w
UKITED Sm[S
Chicago, St. Paul, Minneap-
olis & Omaha.
Norfolk & Western.
Bichmosd, Potomac Si Fred-
ericksljurg.
1 of iron pipe showing heating ma-
Shenandoah Valley Railroad
eof i?racliial radlalinii of STORED HEAT
CCESSFrL. ECONOMICAL SAFE. Ra-
of even and agreeable heat in the coldest
I . Safe. 1
York.
'at^gr,
r CBcuping steam
i address
MORTON SAFETY HEATING CO.,
106 E. SARATOGA ST., BALTIMORE.
John Sebastian, Gen'l Tk
Chicago, Bock Island & Pacific Ry
modern game, and
STRONGEST
RAILBOAO
TRACK SCALE
In the World.
ror Pirt'.calirs as to tko Eolio Jici cr Trici Scales Address:
RIEHLE BROS..
413 MARKET STREET. - PHIIADELPHU, PA.
WYCKOFF PIPE CO.
WILLIl.nSPORT, - . v.\.
pipe
Railway Water .Supply]
LinLE
GIANT.
iisrcriBOTOi^s
For all chsBos of Locomotlvo and Other SoUers.
'' Washer anl Tester
rOE ALL SIHBS Of STEAll BOILESS.
RUE MANUFACTURING CO.,
16 N. 9th St., PHILADELPHIA, PA
GAR WHEEL GRINDING MACHINERY.
W. p. Barclay, M.E., '''Z:^r'°" Chicago, III.
T713.0
CAR BUILDERS AND TRANSPORTERS OF LIVE STOCK.
Oo-,
WS WILl LICEHSE BAILEOAI MMPAHIES TO BUILD AlII! OPEEAIE CAES BOTEE CUE PAIESTS OH IIBEBAL IBBUB.
Correspondence SoUoited. GEO. D. BURTON, Treasurer, BOSTON,
Old Vol. XIV
New Vol. VL
From January to December, 1891, Inclusive.
With Which is Incorporated Jhe Jlailway purchasing Agent and Supply Jrade Journal.
E. N. Lewis, Manager Business Department.
W. D. Crosman, Manager Editorial Department.
Published by the Railway Purchasing Agent Company.
"THE ROOKEK-Y," CHICAGO
IZSTHDEIX: TO COD^TTE^STTS.
Articles Markfd ■
I Asterisk are lllusti-ated.
MISCELLANEOUS.
Abuse, a railroad
^'S^^S^ai<K;nneetK;ns.-L:s;iM:s.R^:::::::
^Si!c"«ion" ef S^wesurn Railway Club 170,
Arbitration committee report
nllSVve vulueof steei arid iron.'actlon'of the M. M.
Association " '_
B^ebaUa^'?l'econvt•^tlon■^^^'.-.'.■.^^ •'■'!!■'.'
^B^STa'V^.^^e-^entTorcrrWsde^^^^^^^^
;^r'^%K;;^f™^tiorisjrvrm'entsr„.-MrHici;ey.s
paper ',;;."''."^.'uy^'M
.'m.VlngaofrmnVlii.r machine; horizontal, the Newark Ma-
eUine Co .......■• ■■••
:iSr1S| macSirtl!".!^* pVndi.; u^dver^l vertioaj; Berry
i-OrtimCo. . .■•■••
■Boston Belting Co. swo^lI^ ^.. . , ,;
Boston fund. the. action oi ini '_',:,
■Brakeandsignalcnim-ctKiDf, 1.^ ^ - ••
•Brakebeam. anew metiil. .V I A ' '■ ■■■■
"M^i't'SmSiTiee report on
■Brakfk-v. r- ■^•wfi ,ir.-..mr.-ment ot
° >leLl'l' "r ' M ( •■ B. Association
W^.rn'.'i'nri :,.--:.'Mi^'^u'^^iRailroad■club. ■.'-■. ■.■.;.■..
^'»?Mon'!!t' thu nF C B. Assc Kjiation • •
In"peStion and rare of air brakes, action taken at the
>rM. convention
M.C. B. committee report
M. M. committee report on
^T^lMpection of on freight cars, discussion at the
AS-'^XS^^nof-Jn teifhioars; Mr. sinclluV'B pa^f ! !
A rSomg on engines. Wis. cent. Ry
Ar theVanderbiTtresoluttons... uv^-,.-
-.Vestingho^e automatic, proposed rules andinstruo-
Hung'tf om cir' bodies and from trucks.
•Broking of locomottve side rods...
Bronie. Daniawus. some fact, about
•^ITn „• 1 . I. II .■^. V slf.-lCarCo
•A pi 'I- .i-ion, especially designed for
^PiS"~V-' : I! ''■ iron, action of the M. C. B.
•pi^eSed steel and ialii-ahlei^in VnVreiidrtof M. C. B.
committeeon
Car door, the Q. i- C. trolley
'^Care^oF^sTeam heated cars at terminal points. J. N.
Lauder, at N. E. Bd. aub
JnMaine , ■
MoBlroycummingler system .
"'" DiJc^Il.'s!°dVv N-. E. Railroad Clnb
Mr. Gil.l.slianei-....
•Thel'ini.^ ., --> - I iV, 1 VheEganCo:;
(..irniMi 1^ ., y ateelCarCo....
I nr Painter's report .
The. hotel rat
The SI. C. U..
The M. M.. wo
♦Cranes, pillar.
Defect cards —
And M. C. B
Railway Club.
Standards,
eSfa,
Performance sheets, uniformity i
! rods, breaking of, discuesei
. Peck, before Western
♦Draw
Drawbars
*Drill.
*Drop table. Kentucky Cent
♦Dynamometer, a simple, A.
•Electric motors used f<
Electrical appliances t
Electrical forg^ing procc
Engineers and ttremeii
M. Association.,...
Engineers and firemen.
Nozzles, and steam i
..the Burton.
examination of. M.
'^^
'uriflcitiiun or softening of. M. M. committee report
^or locomotives, treatment of. discussion at Wesi
Railway Club
J. N. Barr. Irefore Westei
'Recorder, the Bosworth..
♦Regulator, the Bosworth
ciice gaie, a tubular. Eureka Ga
Forging, electrical. Burton's process
♦Foundry, a model, C. P. Ry
Furnace—
A new open hearth. Eureka Cast Steel Co. .
for railroad shops,
♦Gate, terice, a tubular. Eureka Gate Co.
Gossip about
I machine shops..
Grinding machine
*Pedrick & Ayer.
•Universal. Brov
•Hose, -rt
'Hydraul
Indicai.M
6. 28, 55, 70. 72, 87. 126, 136, 175
);isseDK-er cai-8, report of M.
'i J.-, t n- Stu'rtevant system
Double- en der.
Compound, a practical i
&(5. re ■
Geo. S. I . _ ^... ,
Ten-wbeel, built by the Brooks Works, for t
sin Central Hallway.
■,tT; V.
Tests of compound on W. N. Y. &F. road
The Rhode Island compound, results of tests
For heavv fast freight and passenger service, action of
M M. Association
For heavy fast freight and passenger service, report of
M. M. committeeon -
Compound, action of the M. M. Association
Operation by different crews, aciion ol the M. M. Asso-
ciation
Operating with c
3 constitution
Officers for 1891-3 ,
Place and time of meeting for 1892. .
Scholarship
New England Ritil
A|)ril meetiug , ,
March meeting
cards, P. ]
..97,103,124,
Operating loconio
at ion .
\i I i: Hsscjciallon
riwi.'.'r'-ed by the VaiideVbiYt lines, text
"hi President 'Kirby'B address to the'M.
^\- \ j; •,,,',:■,,-- I, ,. .1. !.■■ t- ,h ,i< 11. pn of the Central
ly(l'-\l ,, , ' ' i MTnmittM oftil^M^
•The Williams automatic ....^... .... ........
■Steam,' universal straight port ■
'St4;am. theSewall
Conventions—
The, base baU at
The. exhibits ut
Liglit, the Pintscl:
Lightil^g.''
Gibbe" paper..
Locomotive-
Boiler construction.
paper.
Frames, the thickest V
, 90, no. I3fl, 143, 160, 176, 192
•C4)vington, Kentucky Cfentral Railway
*Heating and ventilating of, the Sturievant system. ,
•Tacoma, Northern Pacific Railway
Side bearing, the Hubbard anti-friction
Mr. Leeds' paper..
, reasons why they break.
THE RAILW^AY MASTER MECHANIC-xabie of contents.
Sta}-I».l
Steam c.
Tlie J
Steei-
Plang-iDff heat of, diBcussion c
^ Mushet's special
Supply trade i
13, 29, 43, 5S, re, f 9, 109, 12B, W3, 159,
^Surfaciny machine, double, C. B. Rogers & Co
TestluB li
Actfoiiof theM. M. Association.
For railways, report of M. M. con
•Testing machine, Klehle Improved power.
Throttle latch, locking, H. & D. R. K.
•Throttle valve, the Pendry, C. ,\: G. T. Uy
Timber testa by U. S. governmrrit
•Tire breaker, a labor saving'. Wis, I'.rit. n\
•Tire dressing shoe. A., T. \ .-^ 1. I(y
•Tln> indicator, C, B. * N. K. K
Tires, locomotive, irregular wiiir m1. j. .n. l
"- - rand discipline, Mr. Humt^ jiai.. i
th perfected t
Maiisfleld i ' '
live, the Dunlon automatic,' Jenkins BroV.
Water, feed, M,
•Water gauge l
Water puridcation, action of the M, M
Western Railway Club proceedings
defects.
..40, <
» neel gauges and
Railroad Club
Wheel guarantee-
Action of the M. C. II. Assiwlation
M. C, B. committee report on
•Wheel, hand car, Shellleld Velocipede CarOi.
- - - l)ian Expoeltioli, (
i.rlds fair-
Transportation depart ment *.'.'.'.*.*
KDIXORLVL.
Ailes. s
Master Mechanics' Association i
Boiler, loco.i
Boiler tulKis. rlbbe.1
Brakes, tender .;..,. ;.':.■;.■:
Car InspfCtinn. nilse the standard "f
Car wheel ct-iitei^,standard sizes for" slecVti"
'Curs, annual increase In number of
Cars and locomotives for local world's fair t
Cusf
Conventions, the. Cape May
uiuplers. the M. C. B. type endorsed and urged by t
Vanderliilt lines
RIectrical appliances for railway usee
Employes, instruction of
Exhaust pi pes. nozzles and steam passages,
p<irt of committee of the Master MeohanU
Fast time, the New York Central record..
Fastest long distance run, sitme points a
thatpulle<l the tniln
Kire-lxixeti, lengtlu-niogof
of the Master Mechanics' Association 92
in the
■od
that made the fastest long
;ar Inspection-
Joint
Joint, action of the M.
;ar Painters Aee
department .
Cleanliness in shops :
Coal spiiiiklei- m
Committee reports, the ideal 45
Coutnictlon of area as a quality measure 31
Conventions —
The experience at the Cape May hotels 93
The hotel arrangements for 59
Couplers-
Automatic, Bction of railroad commissioners 45, 94
Car, adoption of a standard uncoupling device 75
Car, gauges and limits for 145
Car, inquirlesof theM. M. Assn.committee ... 31
The M. C. B. in New England 69
The New England cast iron knuckle ^ase, Mr, Adams'
defense 59
The vertical plane, the attitude of the New England
Crossheads—
Ihe Laird, defects in 69
With tinned wearing surfaces 177
Orawheads on engine pilots, design of 177
Drawings and cars, unnecessary variety in size of 91
Editorial department, changes in 177
Emery wheels, tests of 161
Employes' home, railway, at Chicago 94
Employes' relief fund, PeiiMsvlvanIa Rd 46
Ethics in manufacture '. ;:.:. )
Experts, character of reports of *..* .. Ifll
Exposition, the Columbian, committee of engineering
Flat spots on steel tires and cast Iron wheels"!!!'.!,'." 145
Heating, car —
Action of the Vanderbllt lines In regiird to steam ooun-
lers 59
The danger from live steam .59
Injectors on locomotives... 145
Intert'hangeabilily, value of m
Joint inspection jn 127
Joint Inspection, result of letter ballot. '. .."..'.... ' 145
Journal boxes and lids, result of letter ballot J45
Kirbj's address to the car builders .'.'!!....!'!.!. 91
Lalxir question, the C. 4 N. W. switchmen's strike 76
Laird crossheads, a defect In 69
Letter ballots, result of the M. C. B !!!! 145
Lighting, car, Gibbs- paper I5
Literature, technical 31
Locomotives, compound, built by Baldwin Locom'()tivc
Works for the use of M. M. Assn. committee 177
Locomotives, oimpound, ordered by C, M. & Bt'. P. for use
by M. M. Assn. committee 177
Liwomotivca, compound, report of the M. M. .\ssn' .'com-
Locomotive. compound',' the bean....!.*.*.'.',.! 145
Locomotives, for elevated railways in Chicago. 177
Locomotives, pooling of 17
Locomotives, ten wheel vs. moguls in heavy service'.!!!!!! 17
M-'' " ^~- ' ^''-ntivocommitte'e'wo'rk onco'up-
*'•''■ ' ' Kirby's'address!!!!!!!.'!!!!!".'.!! 91
M.I 1; A , i-u II of letter ballots 145
e' 1 ■,!!"!' ' j"."" ." ** "* thoplanof sendingout
M. C. B. AH,sociation, time of mect'i'ng..!. !! !.!.'.!!!!!!!!!!' 91
M. M. Association, noon hour discussions " 91
M. M Association, the scholarship scheme 137
M, M. Association, time of meeting " 91
M. M. Association, value of reports of.... !!!! 17
New England Club, the, on vertical plane couplers 17
Oils, wasteful 4ise of 45
PainUng.car %]
Pooling locomotives 17
Profit sharing !.!!!!'.!!!.!!!.!!!!!! 137
Pcoiiorli..n..nf 1. i< ,M,,^ ""■' i'i"'tile lovers!!!!!!!!!!!!!!! 161
PureliaMiii.-.l, |.w -iiiilon'to'othe'rdepaVt-
"'"/ , , 91-111-127
•Driving v
Fast speed
Franklin li
"F.PIay." :
Lubrication, some nntes <in— ■■.MatI -;
Mechanical j.mnml-. v:i\w rt ,,, ■■„ l« , , , , , i;, ;,,i;.',', '
Mechanical I>:>P''i -. , , n.'ul,,i mil- ;'•'.l^ .i \ i /
•Pi8toiirods.hr 11 • ; .1 V. , I , ■.til
Purchasing a^. . f i .1 ,i [,-
Purcha8lng ai.'riir- .1. i-an ih'mi [' .■ a' ,1'. .;.,||[
Rods, parallel, strains caused in l<\ l< : [< li
Snow
Runawayl(X»motlvesandthrottlelirh Ik - 1 i« I .,-1.1
Steam chest valves, long tnivelof- ■ 1 'i.i 1 .,ljv
Supply department, the, some ciniiMi. Ill .11 c 11 -■
' ■ "H.G.O."
relations to other departments-
Supply t
Testing Improvem'e'nts'aiid inveiitl'ons'; should railways
take concerted actlon'i'— Jas. Howard
Testing locomotive boilers— "J. S."
Throttle latches and runaway locomotives- Edw. L.
NOTES OB' XHK MONTH.
tion, recent progress in
! longest freight train equipped with
stem, Williams, WhiteiCb
Boiler cl
Boiler S(
Boilers,
Bordeiitown celebration, sixtieth
of steam locomolive and cars
. compressed
removing..
Brake shoes, the Ross,
Car for invaiids !.!!!!!! !
Car framing for parlor himI si,-
[ adopted by Vanderbllt ines.
I Car Inspectors' .\ssn. meeting
1 Cai lighting, Pintsch gas in sub
I ban coaches of Old Col.
value of
inal convention of
Club wor
Coupler c
Drawings, mak
' the Mldlanil Hallway Ci>., of
g!p. Jsiit! R. It!!!!!!!!!."''!!
ers received by Pratt« Whlt-
Electric r
Electric street i-iilways.n
Emery wlieels, test ol... . .
" ' responsibility
Employers, respons
Engravings made w
Keedcheck.iirl.,,,.
•Foundry, Tana i
iieC.SN. W
designing oincers!. !!!!!!!!!! ,vi
Paciflc'Ba'iiwa'v'.'attiic'k
• 31 I,
flat less than chilled cast
COMMUNICATIONS.
railway service— J. D. Mc-
Prank 'p helps" .'.'.' '.'.'.'.V.
locliiDt.' device^ for— -(Aiuplul
ico. I „ --r -•-,v--™'>'t<'"'of-A. W.VanDorston ...
4Sj»4 Compound l(«omotives -"Taghconic."
Jll (ompound vs. standard locomotives— Jas. Howard.
JZ THE FIAIL\VAY MASTER MEGHAN IC-Tabie of contents.
Lubricatiog* fliinges
Motors, elect ric, tesl .
Noise in shops, method
HiHlges
shops. Penna. Rd...
electric, underground vs. overhead' sys-
Strength of building' foundations, World's Columbian Ex-
Teeting machine, 1,200 ton hydraulic
Tool room of Williams. White & Co
Transmission of power by compresed air. the compound
principle in
Transportation exhibits. Columbian Exposition
Trucks, rigid ve. swiUK. cost . f m»inttuaiice on he A. R.
T. Company's, lines
Tu1h-s, steel, rolling of ,
University extension movement
•Watches, metliod of demagnetizing
Water for locomotives at Chanara)
Water tables in France
•Wheel fit. Erie Railway
Wheels, how they are brought up in front of the lathes in
Canadian Paciflc shops
Wheels, methi ds of handling at Wells Js French Co
•Whistle, chime. N. Y.. N. H. & H. R. R
World's Columbian Exposition-
Strength of foundations and floop6<for building
Blower, pressure, the Sturtevant.
Boiler design, locomotive, accompanying Mr. Hickev's
paper ori "Boiler Construction" .". .
Boring and drilling machine, horizontal, Newark Macliim
Boring machine, three spindle, universal vertical. Berry i
Brake and signal
Brake t
Brake beam c
Brake 1
Brake piping on Wiscons:
Brake shoe.
rS. F.
ningler system— 2 Figs..
Brake shoes, best metal for. diag^rams illustrating wear of
accompanying M. C. B. committee report
Brake. Westinghouse automatic, drawings accompan\ing
M. M. and M. C. B. report-T Figs :.....7!
Camels, the last of
Car, a new steel ore. Harvey Steel Car Co.— 3 Figs
Car, a proposed cheap excursion, expressly "
world's fair service
Car door, the Q. & C. trolley— t Figs,
Car heating. McEIrov comininglers
Car lighting, the Pintsch system, method
gas-5 Figs
and b<jrer, automatic square chisel, the
Kgan i^o —
Car repairing works at Chicago. Harvey Steel Car Co
Cars, freight, diagrams showing annual increase of—
Cartoon suppl'ement,"getting advertisements with e
■ ■- rhis
W. R , ^ _
Coupler diagrams illustrating A. W. Van Oorston's
Indicatot' cards from Brooks 10-wheei locomotive, Wiscon-
sin Central Railway-o Figs
Indicator cards from Rhode Island Locomotive Works,
compound— i Figs..
... . . _ . .. „ ^^^ adjustable
IZZie. A., r. J£ tS. f. K. K.— 4 I-'IO-S
Indicator diagrams, showing actiun
■ • " " - F. R. R.-4 Figs .
notion, forms presented
the M. i
Journal box beai
raittee— H Figs.,
and lid, submitted 1
.M, C.
I recommend-
ompan.fing
Lettering of freight c
ations-13 Figs
Lid, box. submitted by M. C. :
Lighting, car, the Pintsch system, some interesting facts
about the way the gas is made— 5 Figs, «
Locomotive boiler design— 2 Figs., ac
Hickey's paper on "Boiler Constructloi
=- compound, Rbode Island Locomotive Wurks.
^Flgs
camel, the last of
Locomotives, consolidation, diagrams showing strains on
Locomotive cyiinders.reboring by electric motors.!"!".'!.
Locomotives, diagrams showing iinnual increase of— 2
Figs
Locomotive, double-ender side tank suburban, Chicago &
Northern Pacific Railway— 5 Figs 133
Locomotive. Johnstone 10-wheeled compound, Mex. Cent.
R. R.— 3 Figs., and supplement to December number. . . 182
Locomotive, new class X, Patagonia Railway
Locomotive side rods, the breaking of. discussed before S.
& S. W. Ry. Clut)— 4 Figs
Locomotive, 6-wheel switcher, Chicago & Alton Railway—
4 Figs
Locomotive, lO-wheel, built by the Brooks Locomotive
Works for the Wisconsin Central Railway, supplement
January issue and page 4—8 Figs
Locomotives, types of —5 Figs
Lubricator, journal box
Mansfield water column^ Figs
Milling machine, new universal, Kempsmith Machine
Nozzle, a iVeVaiyustable, A.", t"& s! FrR.^^ ! ! . ! !
Argue, W. M.
Arp, W.C
Barnum. M. K. ..
Basford, Geo. M..
Bechhold,H. G...
Blabon. W. C... .
Black. D.C
BlackweU. Chas..
Boatman. F. P...
LaBonta. W. F
Leach.'H!L. Jr!!!!!!
Linthwait. Geo
Little. Harry
Logan. R.S
LuttrelJ, J. W
McGonneli, Joseph..
McKenzie.
McPhail. J.
McQueen, \
Brooke, Geo. D
Brown, David
Brown, Walter Lee..
Browne, T. R
Brucp. Frank
uI^S^
Passen(?er coach. Pennsylvania R. R., standard^l FigB . .16
Pendry throttle valve
Planers, smoothing, the Bgan Co.— 2 Tigs
Pressure blower, the Sturtevant
Pressure regulator, the Bosworth
Pump governor, the Bosworth— 3 Figs
Punching and shearing tool, the Long & AUstatter Co
Radial bars, diagram Illustrating formula for calculating.
Railway, the multiple despatch
Refrigerator door fastener, an improved, A. W. Zimmer-
. M. Ry.-3Flgs..
Kgs!;,"
i defects ii
ii. ilie Barnes— 3 Figs.,
'I 1 -t -I'liiN, Gold universal straight-port— * Figs,.,
.l.r,r.,rstc-an., the Sewall-2 Figs „,,,.
Crane, pillur. Vale i Towne Mf g. Co
Cylinder hushing used on the Fall Brook Coal Co.'s lines,.
Diagrams acrompanying Mr. Barr"s paperon "Tire Wear"
—4 Figs,.
Diagram
United S
illustrating additions
Sash balance.
Screw gearing, ball bearing ■.■■'■'
Screw machine— » Pigs., Nlles Tool Worlts
Shop, Bement, Miles & Co
Shops, Boston Be.tingCo....
Shops, Covington. Kentucky Central Railway— 3 Figs.". .
Shops. Tacoma, N. P. Ry.— 2 Figs
Side bearing, the Hubbard anti-friction— 3 Figs
Side rods, diagrams illustrating reasi,ns wiiy they break..
Side rods, methods of converting strap into solid end— 3
Figs
Sill planer and timber dresser, Bentel & Margedant Co . .
Steam coupler, the Barnes— 3 Figs
Steam coupler, the Bewail— 3 Figs
Steam couplers, universal stralght-poit— 6 Figs
Steel, pressed, for car construction, forms presented by
the SI. C. B. committee
Surlacing machine, double. C. B. Rogers i Co
Testing mai-liine, a newtorsional, Riehle Bros
Tbiottli
Diagrams i
Diagram illustrating strains <j
Track d
. locking, R. 4 1
, perfected friction, P. P. Smith.
Callow, W.J
Campbell, Geo. R
Campbell, Jno. D
Carlisle, C. A
Cavner, A. R
Champion, S.W
Christie, W.K
Clifford, C.J
Clitrord, J.G
Cockfleld, Jos
Conradson,P. H
Cook, J.H
Cooper, C.J
Cooper, H. A
Crosman. W. D
Cross, Jas. E
Cumminga,Samuel M.
Dailev,J.B
Davis, H.M
Davis, N.L
Deems,J. F
Dehn, F. H
Doebler, Chas. I
Douglass, A
Dunham, C.H.,.
Dunn, C. C, Jr..
Dutton, Jas. R .
Dow, G. N
Egan, M. F
Ellis, Geo.H...
, Wm.
Ferry.L.S
Fildes, Thos
Fisher, Robt. J. ..,
Fox.F.L
Fry, Howard
Galbralth, R. M
Galloway, A
Garrison, P. E
GibbB,A.W
Glaser, Jno
Golt. Darius
Goodwin. J. W
Gordon. H. M
Gore, Chaa. E
Gould, Abram
Graham, Chas
Graham, Chas.. Jr..
Grifflths, J. W
Griggs, Albert
Hickey, John
HiU,W. J
Hodges, H, B
Homer, J. C
Howard, Clarence I
Howard, James
Hudson, W. H
If smith, F
Humstone, :
Hunt, Col. G. W
Inglis. Thos....
Irvin, Samuel..
Jackson, A. A.,
Jeflery, E.T ..
Jones, E...
Kells, Ross
Kinyon, Wi
Marshall. Waldo H..
Meehan, Robt. E
Mertsheimer, Fred..
Middleton, Harvey..
Middlelon, Merle....
Mudge. H. N
Muri>hy, JolinH..
Murphy, P. H
Musselman, C. P..
Newfaouse, John.,
Nichols, W.W
OKeefe, G. A
Petrilten, C.L
Pierce, Arthur M.
Pike,
, R. F.
Pullman, Samuel.,,
Quayle. Robt
Quereau, C. H ,
Ramsdeli,T".M.V.:!;!
Redfleld, A. P
Reed, Chas
Heilly, W.J
Reynolds, O.N
Reynolds, W. W
Rhodes, Ira O
Richards. Joseph
Kingwalt. J. L
Roberta, E. M
Robinson, Harry P.,
Rogers, M.J... 7.
Rosing. Wm.H. V..
Small, W. T
Smith, Frank C. .
Smith, H.M
Snyder, Jacob
Soule, F. H
Soule,R.H
Speidel, E
Sprigg, Z.T
Stewart, A. F
Stokes, J. M
Stone, W. A
Street, C.B
Street, Clement P..
Stroud. Wm. C
SuUivan. M. S
Sweet. A.S
Taber.W.G
Thompson. C. A
Thurber. JohnL...
Todd, Louis C.
.Taxuaky, 1891
THK RAIL\VAY MASTER MECHANIC.
■WALTER D. CROSMAN, Manager Editorial Department.
EDWIN N. LEWIS Manager Business Department.
PUBLISHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the intereatfl o( railway motive power, equipment
and machinery. Communicatione on any topics suitable to these
columns are solicited.
Prior to January 1, 1H86, this journal was known as The Rail-
way Purchasing Agent. It will still In Its new and wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
Subscription price, $1 "00 a year. AdvertisinK rates and details
concerning circulation given on appllcatioa to the ofllce by mail
or in person. Address
THE RAIL WAV MASTER MECHANIC,
The Hocikery. Cliicugo, 111
New Yohk OrFiCE; 1.5 Broadway, Room Us.
The OfflcUii Railway List is publisfted by this cnmpany.
VOL. 11.] CHICAGO, JAXUAKY,
[NO.
Some of oui' friends are making inqnii-y as to the
value of the average time or mileage guarantees for
car wheels. It is suggested by some who ought to
know that the records of wheels are usually so crude
that the dealers are free to make guarantees, know-
ing that they will not be checked. If this is the case,
theie is no one to blame but the railways themselves.
The remedy is in their own hands.
The iuoreajse in the length of freight cars has re-
Hulted in some inconvenience to the operating depart-
ment. There has been developed a slight increase in
the exijonses of handling freight on account of these
long cars: this is due to the fact that dooi's in the
freight houses are so placed as to suit the old 28 ft.
ears. The result is that it is not possible to put a
long car at each door. This trouble will, of course,
exist until both cars and doors are generally changed,
which will involve an expense in the buildings which
would not otherwise have been undertaken. The ad-
vantages arising from the use of the long cars more
than counterbalance this ditBculty, however.
The Master Car Builders' committee on air brake
standards and construction has already taken up its
work. It has undertaken, through a circular of in-
quiry, to ascertain how many freight cars have been
equipped with the Master Car Builders' standard air
brake details. Aside from the purposes immediately
in view, which are fully important in themselves, the
i-osults of this particular inquiry will be interesting
as giving indication of the extent and promptness
witli which standards are followed by members after
tlioir ado])tion. The committee also makes inquiry
as to the number of iron brake beams in use, and asks
the members if they think good results can be had and
maintained by the u.se of any form of wooden brake
beam with modern air brake equipment, and whether
it is considered that iron brake teams are necessai'y
to obtain effective work and economy with such
equipment. There will probably be but one answer
to this inquiry as to brake beams, but it will be bene-
ficial to bring out a concensus of opinion on this sub-
ject.
turer and the consumer learn that their interests are
largely identical, and when they learn that for
mutual benefits they must pay due regard to their
mutual obligations.
).MI>T1VK UIII,I)I>
IT would in all probability be to the advantage of
American railways if they would follow the . practice
of the German railways in establishing schools for
shop apprentices. In Germany the apprentices have
to compete for admission to the schools, much in the
same manner as the students in our schools have to
l)a.ss examination before entering a higher grade. In
this way only the brightest and most intelligent of
the apprentices are admitted, those who give evidence
that imder the careful mechanical training of the
schools they can be fitted to render good and efficient
service on the railroad. In Germany about 20 appren-
tices are admitted to each school each year. It is
said that one of the great Italian railroad companies,
the Mediterranean, has followed the German practice,
and it would no doubt be a benefit to the mechanical
departments of our American railways, if they would
adopt some similar plan.
CLEANLINESS about a sho]) is one of the rules
which should be most rigidly enforced. There is no
excuse for jiermitting piles of rubbish, scraps, etc., to
lie ai'ound on the floor and benches, neither shoijd
the ma«'hinery be allowed to remain covered with
grease and dirt. Clean machinery tends toward the
keeping of evei-ythtng in the best order. Dirt and
grease often hide indications which if observed in
time might prevent a breakdown, and an attendant
loss of property, and possibly a loss of life or an in-
jiu-y to the workmen. Workmen should take pride in
keeping their benches and suri'oundings as free from
litter as possible. It is an un])leasant sight to go into
a shop and observe a workman who desires some par-
ticular small tool, nimmaging i>ver the numerous
scraps, tools, etc.. which cover the machine or bench
at which he is working in order to find the tool he de-
sires to use. Each workman should have a pai-tieiilar
place for each tool, and return it to its proper place
as soon as he is done with it. It is a very simple
matter to clean up a bench at least once a day. but
when it is neglected'from day'to'dayTit soon presents
fm untidy and imsightly appearance.
A SUGGESTIV-E address was recently delivered be-
fore the Manufacturers" Exchange at Denver, by Mr.
C. M. Hobbs, purchasing agent of the Denver & Rio
Grande railway, on the subject of "Ethics and Manu-
facture. " Mr. Hobbs took a very sound position on
the relations that should exist between manufactur-
ers and the railways. He opened with the very frank
statement that • 'We are hearing many remarks about
railway companies and railway officials which are
seldom complimentary and not always respectfid."
Remarks of this nature, we may say, are heard not
alone in Colorado, but are only too frequently heard
all over the coimtry. It is all wrong, we may add.
It is the height of injustice to class all purchasing
agents as venial or brainless because of an occasional
crooked or weak man in the rank.
Ml'. Hobbs argued strongly for the practice of the
decalogue and the golden rule, and for a code of eth-
ics of a higher type, in the dealings between manu
turers and the railways. The manufacturer, h«
urged, should pay more attention to the interest of
the consumer, and less attention to the hurried sale
of his goods. The man, he truly adds, who is always
looking out for number one, regardless of the neces-
sity and rights of others, is pretty sure to find eventu-
ally that he is left. After hitting right out from the
shoulder, at some of the tricks of the trade, which
manufacturers seem to take special delight in
practicing; Mr. Hobbs takes up the question of the
character of the goods offei'ed for sale to the railways,
draws a sharp distinction between "character"
and "reputation," and puts his definitions so aptly
that we produce them.
I insist on an obligation on the part of the manufacturer
to establish a character for his goods. I do not mean repu-
tation, for this may be established by artificial means, nith
little or no regard to the question of quality. Character is
what a thing is ; reputation is what it seems to be. Char-
acter is permanent; reputation may be one thing to-day and
another to-moiTow. Character discounts the futm-e; repu-
tation seeks its reward in the retum.s of to-day, regardless
of what the future may bring. A business founded on
reputation merely may be located on one corner to-day and
in another block next month. That which has established
a character continues in the same place year after year and
enlarges from the oinginal nucleus by absorbing the adjoin-
ing property.
As bearing on this question of character he quotes
his own practice in purchasing, stating that he con-
tinues to use some special brands of material, exclud-
ing others which might possibly bo just as good, and
which could be bought at a lower price, simply be-
cause those siKcial brands have stood the test of
years. In other words, that they have an established
"character." This practice, if not followed with too
much conservatism, is one which should be generally
adopted, for the use of material on which the safety
of life and property depends should not be govei-ned
by the question of expense.
This commimity of interest between manufactm-er
and railway which Mr. Hobbs advocates, is not valued
as it should be. We believe with Mr. Hobbs that as
the labor problem will be .solved when the manufac-
and laborer learn that their interests are mutual,
so we may with good reason expect that some other
economic problems will bo solved when the manufac-
In accordance with our usual custom we publish on
page e a simimary of locom:)tivo building during
the year just closed. The depressed condition of this
blanch of trade during the greater part of 1889, the
strengthening of the iron market towards the close of
the year, and the numerous enquiries on the part of
railroad companies relative to now oquii)ment, all in-
dicated that 1890 was to be a jioriod, not of unexampled
prosperity for locomotive builders by any means, but
one of continuous and fairly lucrative employment.
These indications have been quite fully verified, as
our table shows, for while in 188a the number of en-
gine built in this country and Canada, not including
those exported, was about 2,100, or about 6 per cent.of
the total number running, the figures for 1890 are
almut 2,7.'>0 or a little over 7 per cent., a figure some-
what below the average, which may be taken at 10.
Not having been favored with replies to our circu-
lars of inquiry from all to whom they were addressed,
we have teen obliged in computing the totals to rely
to some extent on figures obtained from sources which
although not official in the strict sense of the word,
are so nearly correct as not to materially impair the
accuracy of the conclusions based on them. As te-
fore, we have not thought fit to include "rebuilds" as
new engines, owing to the excessive vagueness of the
term, for although rebuilt engines take the place of
what would otherwise have teen completely new ma-
chines, it is impossible without going too deeply into
details to determine the dividing line tetween general
repairs and actual rebuilding; the latter teing after
all, in nine cases out of ten, the same process of reju-
venation that the Scotchman's famous gun under-
went.
A year ago we noted with satisfaction the improve-
ment that had taken place with regard to the propor-
tion tetween cylinder capacity and adhesive weight.
This improvement has teen maintained, and, we are
constrained to say, carried in some instances to an in-
judicious opposite extreme. When compound loco-
motives tegan to attract general attention, one of the
first things that tecame evident was that to te suc-
cessful as a compound, an engine must te designed for
the particular .service it was to te called ujion to per-
form. This important fact naturally caused, thinking
men to question why the same should not apply to or-
dinary locomotives as well as to compounds. A great
deal had teen heard from time to time ateut certain
"American conditions,'' which for some reason or
other were supposed to te different from those found
in other countries. It was, however, reserved for the
committee on compound locomotives, appointed by
the Master Mechanics' Association, to give this fallacy
its quietus, and to show that these conditions were
largely mythical. It was then pointed out that there
was no valid objection to I'ailroad companies, the
larger ones at least, proportioning their engines, no
matter on what principle they were constructed, not
that they might te used indifferently for through or
local traffic, but to perform efficiently one special
kind of service. It is to the inability of some of our
railroad officers, not necessarily motive jjower men by
any means, to appreciate the force of this statement
that we attribute the recent building of a numte>r of
under-cylindered locomotives.
[t is generally conceded, as indeed it must te. that
soon as an engine has got its train well in motion,
the moan effective pressure in the cylindei-s is wholly
insufficient to cause the tractive force to exceed the
adhesion. In view of this it is decidedly question-
able engineering to build ten-wheeled engines carry-
ing IIO.IKK) lbs. on the drivers with cylinders 18 or 19
n. diameter by 24 in. stroke. The designers, or
■ather those who gave the proportions, usually gen-
oral managers or vice presidents, would probably
in defence that the locomotives wore intended
for all-around serrice, but we need only say that any
company whose permanent way and bridges are in a
THE RAILW^AY MASTER MECHANIC.
Jantaut, ■
of IS
condition to stand stati
pounds per wheel, is certainly in a position to have
different classes of engines for the various kinds of
trafHc. To imder-cylinder an engine so that it may
meet "American conditions," by running light local
as well as heavy express trains is not commendable,
and is i)Oor economy in the long run.
Another thing with which we are disposed to find
fault is the extended application of the ■•anvil"
method of designing, which has been apparent during
the past twelve months. Probably it has not been
used to a much greater extent than usual, but its re-
sults have been more apparent than at any time In
the last few yeare. While it is of course manifestly
impossible to give to each and every component part
of a locomotive, proportions that will exactly har-
monize with the work it will have to do, it must be
remembered that superfluous weight is so much money
worse than wasted, and proves that the designer has
relied on mere brute strength to withstand stresses
whose intensity he is either unable or unwilling to
compute. To use the words of Rankine, spoken in
1853, but jierfectly applicable In this, the closing
decade of the nineteenth century : "In too many eases
we see the strength and the stability, which ought to
be given by the skilful arrangement of the pai-ts of a
structure, supplied by means of clumsy raassiveness,
and of lavish expenditure of material, labor and
money."
Compounding has found new advocates during the
year, and at the present time compound locomotives
to the number of ten are at work in different parts of
the country, but while their use has. we believe, in
each case yielded some saving in fuel, railroad men
are hardly as yet unanimous in pronouncing in favor
of the principle. In fact, some have taken a decidedly
adverse stand, similar to that occupied by a well
known English locomotive supei'intendent who is said
to have declared that he would as soon think of com-
pounding with his creditors as of subjecting his en-
gines to the same process. We are of the opinion,
however, that the compound, intelligently designed
with reference to the particular service it mil enter
upon, win eventually prove a prune favorite.
The ten wheeled engines still maintains its position
as the favorite for heavy passenger work, although
the mogul is being used to a considerable extent for
the same purpose, notably on the C. B. & Q. For the
former type the bulk of opinion seems to favor a
rigid center truck i-ather than the swing bolster var-
iety. For freight service heavy moguls have been
bought by several roads in preference to consolidations,
with good results.
As to the materials of construction little or no
change has taken place. Steel has, as usual, been
employed in the manufacture of by far the greater
number of boilers built, and the same is true of iron
for flues. Copper Are boxes and brass flues have been
put into some few engines whoso destinations have
been Cuban and South American roads, offlcered or
controlled by Englishmen, in deference to the English
idea that no othoi- metals are fit to use for the pur-
liose. When it is considered that the cost of a cojj-
per fire box is to that of a steel one about as six is lo
one, this instance of insular conservatism is capable
of bein'g explained only on the supposition that Eng-
lish steel is unsulted for use In a locomotive fire box.
The proportion of boilers having Belpaire fire-boxes
to the total numlwr constructed is larger than in any
previous year, and we may confidently predict that
this proportion will constantly increa.se as the merits
of this type of box become more widely known. The
radially stayed fire-box Is widely favored, and al-
though possessed of excellent features is open to
objections, not the least of which is the angular posi-
tion many of the stays must of necessity assume with
respect to the crown ana shell sheets. It is well nigh
an impossible task to prevent this angularity from be-
ing excessive at some points in any boiler built on
this principle: and it is a question involving careful
deliberation, whether 2i or 3 jjcrfcct threads in the
sheets, re-enforced though they are by the stay heads,
are really sufficient to withstand the great stresses
they are called upon to bear in the large and heavily
pressed boilers now so common. With the Belpaire
system this trouble does not i;xist. and on that ac-
count alone this type will commend itself. It is true
that abroad where it originated engineers appear to
be chary of adopting it, for reasons which are not
clearly defined, but when a reasonable amount of skill
and intelligence is brought to bear on the design, we
consider it as probably the best means of attaining
the desired end that has yet been brought forward.
A boiler with a Belpaire box, must however, in com-
mon with all others of the straight top kind, stayed
either radially or with crown bars, be larger In the
waist diameter for a given service than one having a
wagon top, on accoimt of the smaller distance between
the crown sheet and shell. For instance, a 57 In. or
58 In. Belpaire would be used in place of, say, a -54 in.
wagon top, intended for like duty. This is a point
made much of by the opponents of the former, but
supposing the latter to have its crown stayed by bars,
the weight in each case would be nearly the same, as
the Increase of weight due to the large diameter
would be offset by the gain derived by dispensing
with the bars, and their attendant bolts, slings and
crow-feet. Of course the making of a raised top Bel-
paire boiler is possible, and. indeed, sometimes done,
but as it entails so many disadvantages we have
Ignored It In drawing the comparison.
Of the wagon top boilers made during the year a
considerable number have been without the objection-
able flat sides to the shell. This has been accom-
plished by making the "connection" conical in shape,
so that a section through it at right angles to the
center line Is truly cylindrical. By this
heavy staying is avoided, and
able to accurate calculation introduced.
Opinion is still dirided as to the relative merits of
iron and steel for crank pins and axles. We venture
to remind the advocates of the latter material, how-
ever, that they should have the courage of their con-
victions to the extent of making their axles and pins
lighter than if they were to be of iron.
Increased attention has been paid quietly and un-
ostentatiously to counterbalancing, notwithstanding
the ebb of the tidal wave of literature on the subject
with which the technical press was so generally
flooded a little more than a year ago.
The Laird type of crosshead is being much used for
all classes of engines, and gives excellent satisfaction
on account of its good wearing qualities and simplic-
ity. It is usually made of a steel casting, but a com-
bination of steel and cast iron has been successfully
used in some cases. The two bar, or as it is gener-
ally known, Pennsylvania, crosshead has been applied
quite extensively dm-lng the year, but while It has
several features of merit, its use is not advisable on
engines with small drivers owing to the close prox-
imity of the lower bar to the dirt and dust of the
road-bed.
Solid end side rods are being used to a greater ex-
tent than ever before, but for main rods adjustable
brasses are more In demand than anything else.
As to external appearance no change has teen no-
ticeable. Severely plain dome casings, sand boxes
and cabs are to be seen on all sides, and painting ni
the most somber order has become the rule.
INSTRICTION OF EMPLOYES— THE RESPONSIBIL-
ITIES CONCERNING WHICH EMPLOYERS ARE
HELD TO BY THE COURTS.
An employer who hires others to work with ma-
chinery, in addition to providing them a safe place
and safe appliances with which to work, has a respon-
sibility with reference to instructing them as to the
use of such appliances, and wai'ning them of the dan-
gers incident to their employment, which cannot be
disregarded without entailing upon himself liability
for the neglect of that duty. An employe who enters
into a dangerous employment contracts with refei'-
ence to the dangers of which he knows, or from his
experience ought to know of, and those risks he is
held, as a matter of law, to assume.
There are two classes of dangers which a servant is
held to have assumed; first, those which are plainly
apparent to him In the course of his employment, and
second, those which are know)i to him as a result of
his experience in the employment. This is said with
reference to the inherent dangers of the employment.
and not with reference to the condition of machinery
or appliances, which we have heretofore considered.
The risks which may he assumed tecause they are
plainly apparent must be such as the servant may rea-
sonably be expected to comprehend. A danger may
be said to be plainly appax'ent to a man of mature
years, whei-e it could not he said that a boy would re-
alize the presence of the same danger. It is not so
much the character of the danger always as it is the
Intelligence and understanding of the servant. The
second class depends for determination In a like man-
ner upon the servant, rather than upon the nature of the
risk, and is defined only by the experience of the em-
ploye. Therefore, it is wise In the employer if he
takes the precaution as each newly employed servant
takes his place to see that he is specifically warned
against each danger incident to his work, and In-
structed as to the means for avoiding them. In most
cases this is but the work of a few moments, and if
systematically done would result in the prevention of
many accidents, and the damage suits attendant
thereon. In deciding a case In which the question of
the inexperience of an employe was involved the court
say upon that point:
"The only other defense to the plaintiff's right to recover
is that the danger was so plain and open to the observation
of any one that a boy of 14 years, wholly unacquainted with
the working or use of machinery, if he undertook to obey
the order assumed all the risks attendant thereon, and can-
not therefore recover; and the learned counsel for the
appellant contend,that the second question, which submits
that question to the jury, should not have been submitted to
them as a question of fact, but should have been decided by
the court in favor of the defendant as a question of law. We
cannot agree with the learned counsel for the appellant in
this contention. It is not aU clear to our minds that a boy
14 yeai's old, wholly inexperienced in the use of, or in work-
ing about machinery, would clearly comprehend the dan-
gers attendant upon the work he affirms he was directed to
do. If he was directed to do the work, as we believe he
was for the purpose of this case, without any caution or
warning on the part of the person directing it to be done,
he would be very likely to do it without much thought as to
its being dangerous or otherwise. The danger attendant
upon the work would not be likely to occur to him. us he
says it did not. It is this tendency to thoughtlessness on
the part of the boy, when without experience, which makes
it incumbent upon the experienced master to caution him
when he puts him in a place of danger."
In another case involving this principle It is said :
"It was certainly an act of negligence on the part of
the foreman to order a little boy to oil such dangerous
machinery while it was in motion. He was too imma-
ture to foi'm a correct idea of the danger of the task
assigned him. and relied entirely upon the judgment
of the foreman. Having intrusted the foreman with
the management of the mill, the owners are resironsi-
ble for his conduct."
The responsibility placed upon employers of inex-
perienced servants In dangerous work is a heavy one.
The law charges the employer, under such circum-
stances, with all the responsibility, and until by care-
ful instnii-tion he has removed the burden of that re-
-fn^ilii]!! \ . Ihe question of negligence on the part of
ili'^i r\;iiit ilo.'s not come in. The degree of the in-
^1 III. ii. ui I'.'.iiiired must in the nature of things be
go\crued by the circumstances. The nature of the
work, the intelligence of the servant, the degree of
danger and his previous experience, all go to make up
the circumstances under and in view of which this
employer's duty must be discharged. But in general
it may be said that the instructions must be such as
will give the servant a full realization of the danger
to which he is subjected, and must show him the
means by which he can protect himself, and further
than this the danger of doing otherwise than as di-
rected must be shown to him. As an illustration
may be cited a case in which it was the duty of a
servant to place certain manufactured articles upon a
coil to dry. He had been ordered specifically to put
them on at a certain point, at which there was no
danger, and had been told to put them nowhere else.
He disobeyed this order, and in putting them on at
another place fell into a vat and was injured. The
court say on this point: "It is not to be expected that
a child of 11 years will bear in mind, and always fol-
low, a mere direction to put his work In one place
when he knows no reason why he may not put it in
THB RAIL^VAY MASTER MECHANIC.
•bv
anothei- i>lao
teaches not to look for such implicit oljcdlence to
orders from him as may be required of atlulls. The
direction to a child, therefore, must lx> accompanied
with such explanation of danger as to enable him to
understand it."
In another case, which has become the loading au-
thority in Massachusetts upon this question, .Judge
Gray said:
"The notice which the defendants were bound to give
plaintiff of the nature of the risks incident to the sol-vice
which he undertook must be such as to enable a person of
his inexperiences in the business intelligently to appreciate
the nature of the danger attending its perfoi-mance. The
question, indeed, on thU branch of the case is not of due
care on the part of the plaintiff, but whether the cause of
the injury was one of which he kno\vingly :issumed the
risk, or oiie of which, by reason of his incapacity to under,
stand and appreciate its dangerous character, or the neg-
lect of the defendants to take due precautions to effectually
infoi-m him thereof, the detcndauts were bound to indem-
nify him against the consequences. * * ♦ The obligation
of the defendants would not necessarily be discharged by
merely informing him that the employment itself, or a
particular place or machine in the building or room in which
he was set to work, was dangerous. Mere information m
advance that the service generally, or a particular thing
connected with it, was dangerous, might give hun no ade-
quate notice or understanding of the danger which would
necessai-Uy attend the actual performance of his work.'
It will thus be seen that in the employment of inex-
[lerienced labor about machinery grave responsibili-
ties ai-e incurred, which may be avoided by the exer-
cise of care, but which in the absence of proper pre-
cautions are liable to be of considerable moment.
GOOD RESOLUTIONS FOE THE NEW YEAB.
till the first of the year a gi-eat rustling noise went up
over the land.Uke uuto that heard in a vivst auditorium when
the bottom of the Ubretto page is reached. The boys were
tuiTiiug over new leaves, and from the memoranda upon the
\nrgin pages we gather the following information as to
what some of our friends are doing, and as to what some of
them are not doing, in the way of good resolutions for the
new year;
W. F. Turreft has resolved to have nothing further to do
with assistant general managers.
Charley .Schroyer won't swear off on anything— not even
inventing.
B. K. Verbryck will discontinue the use of his pet phrase.
"Well, I don't know that I have anything of value toofler;''
but he will continue as tisual to contribute valuable facts
and opinions at every club meeting and convention that he
attends. He has, however, had his trials during the past
year.
G. \V. Rhodes won't put the brakes on anything. His
habits and work are both good and need no checking. He
has, however, come to think of it, resolved to hereafter use
a brake instead of a stone to stop his bicycle.
Peter Peck h;i3 yielded to importunities of friends, and
has resolved to change his name to r>uck, for he girdles
Chicago, which is, we may say, the earth.
Wm. Forsyth hiis resolved to hustle out that compound,
to get up a rattling good report on that proposed method of
testing locomotives, and to hereafter smile when saj-ing
those dreadfully severe things.
John Mackenzie swears that during one-third of the ye
1«91 he will tell no story. He reserves the right to choc
his time, which (vill be when he is asleep -and when he
presiding over the next Master Mechani(
those days Mack will be
him will doubt.
R. H. Briggs has resolved to keep right on being what he
has always been— and that is one of the ablest and most
modest of all who belong to the honorable guild of railway
master mechanics.
E. W., of the Baltimore & Ohio, will grieve no more. He
has had an attack of the "blues" all summer, but has finally
gotten them out into service and commences the new year
in a happy frame of mind.
C. E. Smart resolves to save 30 per cent, of fuel if he has
to compound even felony to do it.
Theo. N. Ely declares that he will not even hum the song
"Its English, so English you know" during 1S91. He don't
believe that a piuch bar is the proper thing to beat time
with— or to make lime.
\V. H. Harrison dejlares that he will keep up his weight
in the same way that he ai-quired it, by continuing
the master and not the slave of his duties.
"business"— iis none who know
ononiically. even ifit takes a (water) leg.
J. X. Ban*, although himself envelopeo in a chilly atmos-
lere resolves to continue to make it warm for those
who question his statistics, even though it takes him
the very vestibtileof death.
W. H. Day resolves to make another speech urging the
lo itssociations to make a homo for themselves— and a
good many good men will applaud such a speech.
J. C. Barber resolves to truck-le to no one, but to have his
little swing, or fling, we mean, regardless of any one.
Uncle Joe Townsend swore a good round swear that if
there is any f uu going on he is going to be in it.
D. Pi-eston resolves to continue to show risitors from the
states what Canadian hospitality means.
George H. Baker will have nothing further to do with
Baring Brothers, or with Ai'gentiues, in fact, swears off on
all of those measlej' South American fads.
F. D. Adams resolves to stop pointing his finger at the
convention members ; he realizes that it disconcerts his an-
tagonists in debate, and he is too big hearted to longer take
lis undue advantage.
J. N. Lauder will hereafter tell only true stoi-ies at the
nuanias Club, even though he may thus jeopardize his
membership. He resolves to welcome \vith hospitable
hands to a bloody grave any hook couplers that may stray
to his road during the year, and also declares that no Ohio
drugstore cocktail shall gnaw his ^^tals during 1891.
Good old uncle Ben Welch resolves to make the hearts of
his friends glad by coming east oftener.
Wm. Smith, of the Northwestern, appeared at the De-
cember Western aub meeting, which we may hope means
that he has tm-ned over a new leaf with regard to club
meetings and conventions.
The executive committee of the M. C. B. Association
resolves to not change its mind again about the location of
the next convention.
Allen Cooke has not permanently sworn off from rail-
roading. Meantime he rings out the old and in the new —
by steam — as cheerily as ever.
George Gushing is not known to have absolutely sworn
off from railroading either. He has resolved, however, to
put a stop to draw-gear troubles.
Neither has Clem Hackney finally turued his back on
railroading; though for the present he refuses to look at
anything but comer lots.
Herbert Hackney feels that he is' fully purified, and
therefore, swears off on nothing.
George Hackney simply chirps the cheery greeting.
" many happy days " and continues to placidly jog along in
his own jolly way.
W. J. Cooke and A. G. Paul have taken a joint New
Year's oath to keep off of government piers, to have noth
ing to do with militaiy m.-irtinets, and to never enter thi
door of a guard house.
Dear Old Perry resolves to still await with patience the
everlasting destruction of the vertical plane coupler
J. H. Sheldon, after breaking his rib, has finally
off on couplers; but we all remember the saying about
shattered vases and klinging odors.
H. O. Nourse promises to tell no more stories and sing
no more songs ; but we all know what Januarj' 1 resolu-
tions and promises are. He simply can't keep his word.
F. S. Woods resolves to oil up his glib tongue and talk
both arms off any man who expresses disbelief in faith
cure or christian science.
T. A. Griffin though naturally soft hearted resolves to
grind the very burr off any man who opposes him on the
wheel question.
Geo. S. Strong opens the new year with a firm resolution
to jump on the French at any and all times, and to \iew
with suspicion any one found play [er] ing with his designs.
Jim Brady resolves to make pressed trucks as fashion-
able as pressed creases in jiants used to be.
Jim Sewall can't be induced to swear off anything— not
even story telling. As long as his cu-culation remains good
and warm he feels strong enough to defy all attempts to
choke off those stories.
Ed. Eames resolves to keep out of the way of car wheels
in the future.
J. H. Setchell makes the excellent resolution to look after
constitutional points at the convention as of yore.
The coupler inventors resolve to keep on their hopeful
way, even though that w.ay be straight and nar
but will Luiitiuuo tu gel out prompt and well edited reports
as long as the members s:vy that he shall.
"Herman" H., in backing the new engineers' valve, re-
solves that no sleigh^of-hand sh;dl interfere with the
proper control of the train.
H,arry C. resolves to " houp it up " for the M. C. B.
;ype, even though David does appear to sling a stone at hun.
Da^id, by the way, won't probably swear off on inventing,
Old very possibly feels that Hai'ry should remember the
note and the beam stoiy.
1'hcre is a sort of a hollow mockeiy about these two
items, coupled with a heart braking mystei-y that struts
about like a ghost unseen. We hardly undei-stand what
we have written oureelves, but trusst that some of our
readei-s will.
Jim Cullen hii-. I ■ -" ' I t' .mM I'M pounds to his weight
evei-y time th. N 1 .'. mnld an addition totheir
shops, and li. ■ . v < , , i :,■ n i iiounds by 189.5.
Brother Furuc,. iY.-„.;\,,> u. .ul.ipi the English-American
locomotive controversy lo the stage. It will probably be a
a tank drama, the big pond between the chief actors and
his oivn previous work leading to this supposition.
Talbot, of the Age, resolves to devote his paper to rail-
way flnances.His experience the past few years in the water
business should enable him to understandingly treat of
Smith, of tlj. K.
things dmint; i- 'i
emotions of uumi
HiU, of the l...,..li
slang in his paper,
brighter and spiciei
will be hard to iln, fo
B.— We didn't ~^^^ n
Prout Bey. -I
rican gloom »1,
Club. Andh.-r.H, J-. >i i.... ,i :n.y man can.
Sinclau-, of the Cai- Builder, resolves to write no more
stories about sea voyages, to stop breaking a fellow all up
by peering at him over the top of his glasses, and to let up
on Barnes. If he would also resolve to come out west
oftener, he would make lots of good fellows glad, for he is
Marshall, of the Review, says that to be secretary of the
Southwestern Club is the summum bonum, and 1891 can
give him nothing better. He won't tell what that means,
but it probably signifies that the club is made up of a lot of
bright fellows.
Itobinson, of the Northwestern Railroader, resolves to
make the Northwestern Club the finest in the land, and to
continue his keen knife thrusts into the sophistries of
Northwestern granger legislators.
Tyler, of the Review, and Barnes aud Fraser of the Ga-
zette, have resolved to take part in no more shooting
matches, unless it be with bows and an-ows. Fraser says
that he might be willing to make a match with Cupid, but
Barnes declares that Cupid can't shoot "for shucks."
Peabody. of the Review, asseverates that if the raili-oad
freight rates go to the demnition bow wows during 1S91 it
shall be over his prostrate but vociferous body, and that
the railroad managers shall not be without good adrtce as
long as he has a drop of ink to shed.
Wellington, of Engineering News, resolves to stop print-
ing errata of his book-with-iv-hig-name ; but he will con-
tinue to publish what may be rightly termed as among the
finest statistical articles found in current technical litera-
ture. If he would only swear off on maps— but he says his
readers renew their subscriptions, so we supiwse they can
stand the maps.
Adams, of the Gazette, a good man well placed, cannot
be induced to bre.ik off his strong habit of criticising
\vi-ongful practices in the operating department.
Hobart, of the Age, resolves to sunply smile when other
railway paiiei-s try to give statistics of track la.\ing.
Van Arsdale. of the Car Builder, cannot brejik off any of
his terrible habits— even that of swearmg to a million cir-
culation. But then, he is a joUy good fellow and is excus-
able for anj-thing.
It ha-s been finally decided to hold the conventions
at Cape May. the announcement that they were going
to New York being premature. It is not true either
that the interim between the two conventions has
been cut down. They will meet as usual, just one
week apart. It will be recommended, however, at the
conventions that after this year one association shall
J. W.Cloud resolves to stay in Chicago, and Chicago .. . ,^ , , , .u „, „„ ,i,„
solves that it wants him to stay. He also swears that he convene on a given Wednesday and the othe. on the
will put no retaining ring on the M. C. B. secretaryship, succeeding Monday.
THE RAIL^A^AY MASTER MECHANIC.
We present in this issue, and in our double-paged
supplement, illustrations of the l()-wheel locomotive,
ten of which were huilt by the Schenectady Locomo-
tive Works, for the Wisconsin Central Railway.
These engines are used for limited express ser\-ice,
and haul trains that will average eight coaches each,
the schedule time being 33 miles pev hour. They
steam freely, make the time easily, and the engineers
work them at about a fi in. cut-off. They seem to
climb gi-ades and take ciu-ves with ease. The curves
on this road i-ange from :; to 10 degrees, and the sharp-
est grade is 1 per cent. The boiler is designed to
carry 180 lbs. pressure, the shell being made of i in.,
tt-lfi and I in. Otis steel. The boiler is strongly
braced, and has quadruple riveted longitudinal seams.
The links are of 48 in. radius, and are back of the for-
ward driving wheels. The notches in the quadrant
admit of fine adjustment of the cut-ofT. the quadrant
jjaving teeth placed with I in. pitch. The e.xhaiist
tecting his eyes from the glare of the lire-lxjx. On
the fireman's side it is 7 in. deep.
These engines compare very favorably with tin
other engines on the Wisconsin Central in the point
of coal consumption. We append a statement of their
performance in this respect for the seven months they
have been in service:
\\'heel Brooks.
. . 24-|)S
. . 29-.12
ngines.
aaas
. 30-70
2H13
. 27-41
27-lB
2.1-40
23-7B
,Iulv. '• .
Aug., ••
Sept., ■■
Oct., •' .
We give also (p. 5) some indicator cards which will be
perceived to present quite a favorable showing.
Those taken on August 5 were taken while the engine
was hauling 23 loads of freight, averaging 4(l.(l0ii lbs.
to the load, and 20.000 lbs. to the cars. Those tak.-ii
August l.j were taken while the engine was hauling
1,470 Bq. ft.
130 sq. ft.
1.600 sq.ft.
.."lA
MACHIXERT.
Frame material. .
Tru.-k wheels....
Truek a.\les
TEN-WHEEL LOCOMOTIVE— BROOKS LOCOMOTIVE WORKS-BUILT FOR THE WISCONSIN CENTRAL RY.
nozzle is single; the pipe is of lamp chimney shape,
swelling below the centei- of its length.
The axle journals and crank pins are large, as will be
seen by the following figures: Engine truck journal,
5x10 in.: driver journal, "ixH in.; main pin, 5ix6 for
main rod, 5}x5 for side rod: front pin and back pin,
5x3}. These pins are of iron, ctise hardened. Solid
ends, bushed, are used on all rods, except at back end
of main rod, w-hich has flanged brasses, straps, keys
and bolts. Oil cups are used liberally, being put upon
guides, rods, eccentric straps and engine truck boxes.
The piston rods and valve stems are of Jerome me-
tallic packing, and the pistons have the- Dunbar pack-
ing.
A good feature in the cab is the fire door shade,
which is 14 in. deep on the engineer's side, thus ])ro-
a passenger train of seven coaches, each avertiging
loads about 6.5,000 lbs. weight.
We append the leading dimensions of these engines:
GENERAL DESCHirTION.
Driving Wheels
v:::-:::::::j:.v-:-::::-%\
Rigid Si,ecu.a«-.^::
^;,;:-:-:-:-:;:;;;:;.-;;;:;;;;.-.;;^n:?^
t-i„,.MndIenilcr 48 f
'^■"^'"■'":':':::::.::..-:::::::::-»'IU
I^'"^'^:!''::::::::
--•'.'"'^r.-m^tior^c^iiT.i^
noii.Eit.
Tubes
Number of tubes::...: :::: :::::::::..... 20
In a recent decision as to the responsibility of an
employer for safe appliances, it is stated that it is the
imperative duty of an employer to provide a reason-
ably safe place for his employes to work in, and reas-
onably safe appliances for them to do their work with,
and the responsibility for this cannot be so delegated
to an agent or contractor as to relieve the master
from liability for neglecting either of these duties.
While it is true that a servant accepts the risk of
dangers which are plainly apparent, or of which he
knows, he cannot be held to accept dangers arising
from defective appliances of which he has no notice,
and which would not come to his knowledge in the
ordinary course of his employment. This decision
was in the case of the Philadelphia & Reading Rail-
way Co. vs. Trainor, supreme court of Pennsylvania
SXJFFLElVIEnSrT TO THE RAILWAY 1-IA.STEK. l^ECHlAlSnC JA3SrXJA.I2.Y, !£
TEN WHEEL LOCOMOTIVE— BROOKS LOCOMOTIVE WORKS
BUILT FOR THE WISCONSIN CENTRAL RAILWAY.
THE RAIL^^^AY MASTER MECHANIC.
CAHDS TAKEX AUUUSl
NEW TIKE DRESSING SHOE.
Supeiintendent of .Motive Powei- Player
t the oi-dinary tire dressing shoe, which
es cast in it. was ciittintr ton fast on
iiiles per hour = tlVl rcvohitions; boiler pressure, ll»
cutKjff, B in.
CARDS TAKEX AUOUST 15.
4t\ revolutions; boiler pressure,
14S lbs. ; cutoff, ij in.
INDICATOR CARDS FROM BROOKS TEX-WHEELER
WISCONSIN CENTRAL RY.
In addition to the usual grinding" machines, Messrs.
Williams. White & Co., of Moline. 111., have a forgo
in one corner of the tool room. A comijetent workman
has chai'ge of this room and two boys do the fetching
and carrj-ing. In order to make sure of well trained
workmen this company has a system of apprentice-
ship which is producing excellent results. .\ contract
for five yeai-s is made with each apprentice and the
fii'st year is passed in a room separate fi*om the main
shoi>s. This room has an outfit of common lathes.
planers, shapei-s, etc., and is in charge of a first class
workman who looks after the apprentices. This man
is really second foreman and over him is the foreman
of the shops. This i)lan of giving the boys some
knowledge of and familiarity with their work before
turning them into the main shop and its rough cx-
IHjricnccs is found to give most excellent results. The
Iwys avoid the badgering and knocking about usually
met with in the-shops and get a solid foundation of in-
struction at the outset.
Mr. .1. C. Bradford, master mechanic of the Provi-
dence & Springfield Railway, Ix^Iicvc^ th.n- is de-
cided economy in keeping his eiiijiiH- :i; L ..'(1. i-.
and acts in aecordaiu-e with that ti- ■ -.
all bituminous coal bin-ners. are liii. .in.
mon fire-box, with brick arch, stiai-!;' -'ac i.-, -;)i_'U-
exhaust nozzles from 3} in. to 4 in. iliameler. and li;
X -4 in. cylinders; drivers, 5 ft. dianiet^^r. The last
engine received by this roatl is a handsome S wheeler
from the Rhode Island Works.
1 ui'i-,' aMnealed or softened by the heat of the
'U l)(idy of the shoe, when cast. To remedy
iMiMtage was taken of the varying hardness of
n which may be obtained by casting on a chill
trying mixtures of chilling and non-chilling
As will be seen from our illustration, the new
hich is cast from ear wheel iron, is cast with
projections b b. the depressions c c being cast on chills
leaving chilled edges at a a. There are depressions
(dcZ)also, in that part of the shoe tearing on the
Hange. and these are also cast on chills. T he per-
jiendicular chilled surface a a acts as a cutting edge
on those ))ortions of the tire not in contact with the
rail. By this method, with certain mixtures of*iron, a
cutting edge is given at a a hard enough to cut even
tlie chill of cast iron wheels. The hardness of these
cutting edges may be varied fi-om this extreme down
to the hardness of common unchilled cast iron, thus
covering all possible conditions of service and tires.
Three grades of hardness of cutting edges of shoes
are being maintained, known as numbers 1 . 2 and 3.
Engines and cars on hilly and crooked divisions where
flanges wear rapidly will require a harder cutting
edge or shoe to maintain them in condition than
others rimning on level and straight divisions. Tires
in bad condition which have been fitted with common
shoes are fitted with the tire dressing shoe No. 1, with
hard edges, which in a short time brings them to a
perfect section, when shoe No. 2 or shoe No. 3 is sub-
stituted, as required by the condition of the division
on which the tires are to run. In one case recently,
it being desired to bring a lot of steel tired passenger
car wheels to the standard M. C. B. section without
taking them out and turning them in a lathe, the
shoe shown in the illustration was applied, ha\'ing
very hard cutting edges, and in a short time accom-
plished the work successfully.
Mr. Player has adopted this shoe as a standard be-
cause of its cheapness, and complete adaptability to
all the varying conditions found on his road. He
values the shoo particularly for this adaptability to
all conditions which exist on any road.
ipt no theoretical reasoning iu sup-
at there is economy m high pres-
lot mthout reason, whether it has
ever iM-eii ,k
11,. lis
rated by
progi-essive pressure trials with
au increase ol boiler pressure is aecom-
panied by a
avmgof fuel.
must be con
essri
tlia#it li
In Noveml
■1, '
--'•. M
1 \V. Dean, of Boston, made
some tests u
i;.iilroad with one of Mi-. J.
N. Lauder's
i : . passenger locomotives,
using stciui]
il 1 i
. ii^. persq. inch; but there
was liii., ,,,
■•■■suiting from the higher
Pi-'-~
. ' , ■!,
- 1 ■ .sts consisted of only two
■ ■.■■v.- pressures, the results
The steam distribution as shown by indicator diagi-ams
taken from this engine is exceptionally good, which renders
it the more remarkable that there was no appreciable
saving in fuel when the higher pressures were employed.
That there is a theoretical economy in using high pres-
sure steam cannot be disputed. It may be demonstrated
as foUows : With an 18x24 in. cylinder, 8 in. cut-off, abso-
lute initial pressure of 125 lbs. sq. in., and release synchro-
nous with completion of piston's stroke, the M. E. P. (dis-
regarding cleai-ance, compression, cylinder condensation
and superheating) \viU be 72-73 lbs. per sq. in., and the
work done per stroke will be 7273 (9^ x ir x 2) = 37,01.3-74
ft. lbs. If under the above conditions steam of 200 lbs.
absolute pressure is used, the M. E. P. (calculated in the
usual manner hy logarithms) will be 125-3 lbs., and the
work pertoi-med by the steam per stroke will be 125-2 (9'
X ,r X 2) = l)3,71B-78 ft, lbs., or a gain of ti3,7I6-7S— 37,013-74
=26,7a3-04 ft. lbs. per stroke, while the volume of steam
used in each case is the same, or S (9= x ir) = 2,035-68 cubic
inches.
By calculation it will be found that 23317 heat units more
ai-e requu-ed to generate the steam used in the second case
from water at zero Fahi-enheit, than are needed m the first
instance, while as already shown there is an increase of
'26,70. "04 ft. pounds of work perfoi-med by the steam per
stroke.
The gain m practice would not be so gi-eat as this, be-
cause m the above examples it is assumed that expansion
takes place isothermally, whereas, m reality heat is lost
from radiation, conduction, convection, by conversion into
work, and probably from other causes.
__^ c ^
■
ti
^
^
-
II
1
1
1
^
ii,-
y
F. RAILWAY.
F1..111 the foregoing it is evident
til It tl ntically, by increasing the
null il prissure the period of admis-
^luii L.m U) a certain extent be short-
ened, without diminishing the power
de\ eloped, or in other words, the
rate of expansion can be increased.
How much could be gained in this
manner in practice, can only be de-
teiinnied experimentally.
nieie .ire advantages resulting
from high gi-ades of expansion apart
from economy of fuel consumption;
namelj, the equalization of the prcs-
suie exerted on the crank pin, the
lessemng of the stniius and shocks
to the niechauism produced by the
mot ion of the revohing and recipro-
c.itnig p.u-ts, .ind liistly the reduction
of b.ick pressure duo to the lower
termmal prcbsre.
THE RAILV/AY MASTER MECHANIC.
In locomotive practit-e the extent to which expansion can
be advantageously carried is limited by so many practical
considerations, such as cylinder condensation, defects in
valve-gear, etc., that a point is soon reached beyond which
increased rates of expansion cease to be beneficial.
Boiler pressure and rates of expansion are subjects very
closely coimected: increased pressures rendering higher
gi-ades of expansion possible, which latter are advantage-
ous up to a certain extent. ' It would, therefore, seem
increasing the boiler pressm-e to such an extent as U.
mit of the highest practical rate of expansion being used,
would be advantageous, but what this pressure would be
for locomotives in any given service can, in the writer'
opinion, only' be determined empirically.
Ver>- trulv, Enw. I>. Coster.
DETAILS OF LOCOHOTITE CONSTRUCTION DUBINO 1890.
The Strong Locomotive [and
Eods.
New Yokk. December ft, 1S90.
To the Editor of the Railway Master Mechanic:
I was somewhat surprised at the unprovoked attack on
the Strong locomotive in your December number, caused by
the publication of the drawings of the main and side rods
of the "A. G. Darwin No. 1." As you are well awai-e, the
drawings were furnished you at the solicitation of one of
your own staff, after writing me for permission tt
them, and neither the writer nor the Strong Locomotive
Company had anything to do with their pubUeation. The
writer signing himself "Amerique Francaise" is not known
here, but we presume he is a French editor of a back num-
ber, or he would have recognized long ago, th.it it is not
worth while for parties unknown.as he evidently is, to kick
against what is recognized as the best practice of the best
The rods of the No. 1 have no particular feature differing
from others of their kind, other than being well de-
signed, with plenty of strength and abimdant bearing sur-
faces, which has enabled them to stand up to their work
under the most trj-ing conditions. 1 have never known an
engine to run as cool as this engine, under every condition.
I have ridden on this engine time and again when she was
making a% turns per minute and had no fear of the side
rods coming up through the running boards, as I would
have had. had we used the strap end rods, advocated by
our French friend. This engine has the highest speed long
distance run on record mfh a heavj' train, when she pulled
train No. 1 on the Susquehanna division of the Erie liail-
road on April l.S, 1889, with eight cars from Susquehanna
to Homellsville, making an average speed of Gl^., miles per
hour excluding stops.
As to the statement that, the Pennsylvania Railroad en-
gine beat the "SSS" 25 percent., it is entirely without facts
to support it, as there were no accurate tests made between
these two engines. The '•.38.9" in the Lehigh Valley tests,
against a large anthracite engine, showed a saving of 20
per cent, in fuel and an increased efficiency of 20 per cent,
working under similar conditions. It aiso showed a horse
power for a fraction over 3 lbs. of anthracite coal, and a
horse power for 21 >^ lbs. water by actual measm-ement.
We are ready to-day to put this first .Strong locomotive in
a test with any compound on wheels, either as to speed or
capacity or as to ability to get a horse power for the small-
est quantity of steam, or in a test for all points, as we are
confident that no figures have been shown of tests of com-
pounds that show any better results than has been shown
by this locomotive. She may be a "monstrosity," but there
is not another one on wheels that can equal her.
Geo. S. Stuoxg.
GOSSIP ABOUT NEW CAE AND MACHINE SHOPS.
It is stated that the Boston ,St Maiuu Kaili-oad Company
will probably construct a new car plant at liollingsf ord,N.H.
Tlie shops of the New York, Proridence & Boston Rail-
I'oad Company at Aubura, R. I., are undergoing extensive
alterations and repairs.
The Lehigh Valley Railroad Company has in contempla-
tion the building of a new paint shop at .South Easton, Pa.,
capable of accomodating 40 passenger coaches at one lime.
The contract has been awarded for the erection of the
new shops of the Missouri, Kansas & Texas Railway Com-
pany at Green\nUe, Tex. The buildings will occupy a
space of 400x800 ft.
The Southern Pacific Railroad Company have under pro-
cess of erection, a new round house at Victoria, Texas.
It is stated that the Knox\'ille Southei-n Rjiilroad Com-
pany has secured a site, and will erect machine shops at
Ivnoxville, Tenn.
It is reported that the Fort Worth & Denver City Rail-
road Company will erect a new machine shop, 50x100 ft., at
Clarendon, Texas.
The Louis\-ille, New ..Vlbany & Chicago Railway Company
is enlarging its shops at New Albany, Ind., and about
AllHjmarle & Pantego- -■ —
Atchison, Topeka & Santa ^
Atlantic & Danville
Atlantic & North Carolina. .
Atlanta & West Point
Baltimore & Oliio Southwestern..
Baltimore &Potomac
Central of New Jersey
Chicago. Milwaukee i St. Paul..
Chicago & Xorthern Pacific
Chicago &Northwestern
Pacific.
Chicago, nock Island i
Chi. St. Paul, Mlnnap. & Omaha.
Chicago i West Michigan
Chicago, St. Paul & Kansas City.
Chicago, Burlington & Quincy—
Main Line
Burlington & Mo. Bivcr:
Chesapeake & Ohio
Cleveland & Canton
Cleveland, Cinn. Chic. & St. Louis
Colorado Midland ..
Connecticut River. .
Choctaw,G>al &Ry.Co
Carolina Central
Columbus, Hocking Val. & Toledc
Central of Georgia
Columbia & Puget Sound
umbus, Shawnee & Hocking.,
iiordi Mont real
Cincinnati. N. O. & Tex
& Hudson Canal Co
Lackawanna & Western..
Delaware, Lackawann
Denver & Uio Grande
imalt & Nanimo. .
East Tennessee "\
Fall Brook Coal Co.
Florida Central & Pcninsulai
Flint &Pere Maniuctlc
Fort Woi-tli & Hio Grande....
Georgia
Grand Trunk
Hannibal & St. Joseph.
pass,
frelg
freight
freight
frelBht
J 10 6-wlieel switch
1-.
■||s
17x24
18x£t
17x24
21x86
12x24
20x24
21x26
17x24
l(ix24
20x26
10. 19x24
2.20x24
7.18x24
j 6 6-wbee
mogul
switch
j 4 switch
■nsol
] 3 mifgul
1 7 freight
switch
i Mght
(reight
J3?freight
freight
6 freight
freight,
freight,
freight.
freight
freight
pass,
freight
19x84 t
18x26 f
18x24
17x24
19x24
20x24
19x94
19x24
lSx24
16x24
19x24
19x21
18x24
18x24
18x24
2 19x21
I!lx24
•Schenectady compounds.
18x24
17x24
18x26 I
18x24 1
18x:!4 (
tBaldwiii compound.
THE RAILV^AY MASTER MECHANIC.
DETAILS OF LOCOMOTIVE CONSTKCCTION DURING 1890.
i I
L;ikr SlioiT A Mirliigiiii Southern
Miii-lett!i& North Gcoi'gia ,.
MiiDtHDu t'nion
MilnMukee& N.irtheni
Milwiiukif, L. S. & Western
>Ii>si>uri, Kansas & Texas
Mi-xican Central
MontareyiMexkanGult
Xiishville, ChattaniHiga A: St. L<nl
XashvilleA: Knoxville
Napauee. Tamwortli ^Quebet*. ..
NVw Jersey & New York
New Ynrk, Chicago & St. Louis...
N.V., Susquelianna & Western...
N. v., Ontario i Western
.\. v.. Lake Erie & Western
.V. y.. Providence * Boston
.New York \ New Eii^rland
Norfolk Southein
Norfolk & Western.....
Northern Pacific ,
Northern PaciHc it Manitoba.....
Ohio \ Bijf Sandy
Ohio .V Miss is>ippl
IHdl- ny
Pe. .ria & Pekin Union
Pcnn>ylvania & Northwestern
I'hila., Wil,ni.iift,iii\B:,liimore
Philadelpliiii * Re;i.lin?
PeiinsylviuilaCo -
S..utliwe-.t S.vBtem
.Northwest System
Penn.. P'>UKbkcep>..ie \- Boston
P tt.^biirifli ic Lake Erie
PIltshurKli, Marlon ,V Chicago
Pitt>bui^h \ WesUTii
Potomac, Fre<lenck^l>urg A Piedm'l
Portland ,\r liolit-ter
Pni8pe<-t Park A Coney Island
Quebec. Montmoreni-v \ Charlevoix.
Rlobniond\ Danville
Ro<k Island i Pe<irla
Ra-inoke i Soutln-m....
Rome. Watertown & Ogdensburg...,
San Antonio Jc Aninsas Pass
SandyRiver
Slnnemahoniog Valley
SiM^kane Falls & Northern
South Canillna
South Florida...
St. Louis, Alum i- Terre Baute
Terre Haute & Indianapolis
Toledo, Ann Arbor &N, M
Toledo \ Ohio Central
Tuekerton
Vnioii Pacific
West Virginia i Pittsbunrh
Winona 4 South Western
Wind-'ior & Annapolis
West Virginia Cent ral
WillrnwTillc. Grenvilie* N. E
•S.-hencctady
\ 1 6-wlieeI
( 2 10-w'heel
\ lU mugul 1
1 1 Ifrwheel 1
Mason t)ogie|]
fieight
1 ^oifreight
14 6-wbeel 6wit<-h
~ mogul Ifreight
3 Am. i.a8.s.
110-wheel fieight
a mogul Ifi-eight
mogul .freight
consols Ifreight
14 lU-wheellpass.
'.i consol jnount, I
I 10 4-wheel switch
J 15 lO-whecl I freight
I 6 consol i mount. (
i a consol Ifreight
tielglit
freight
J 7 10-wheel fi"e'igiiV '
lO-wheel Ifreight
I consol freight
Am. pass.
nogul freight
Fomej- freight
ihay 'freight
Im. pass,
i lOwhecl frelglit
1 6-wbecl switch
i mogul freight
n-wla-el freight
0-Wbeel Flight
Im. Ifreight
fielghi
freight
16x24
20x21
lSi24
18x24
18x24
20x24
20x24
19x24
20x24)
20.\24^
19x24 )
18xai
20x24
20x2)
30.X24
18x24
18x24
20x21
12x16
17x24
14x20
18x24 f
18x34
in>4xl4
17x34
18x24
19x24
(4 Am.
1 1 M. bog.
4-wheel switch
23 consol
ij.e-wheel
20 consol
switch
freight
17 19.X24
4018x31
20184x24
Work .11, I- . -, ( rs of the Great Noi'tlieni Kail-
way is pru-r.--- .,.!.- i.,;aii:;.. The contract for the steiim
heating plant ol these shops has been let to u St. Paul livm.
The Richmond & Petersburg Railroad Company has de-
cided, it is stated, to erect iie\v machine shops and a round
house at Manchester, Va.
Work on the new ear shops of the Chicago, St. Paul. Min-
neapolis & Omaha railway at Hudson, Wis., is rapidly pi-o-
gressing, and the plant mil soon be ready for occupancy.
The buddings are all completed, and the new tools have
arrived and are placed in position, and preparations aie
being made to move the tools from the old shops to the new
shops. The plant is a verj' complete one.
It is i-uiuored that the Queen Jfc Crescent .system will i-c-
move its ear shops from Ludlow, Ky., to Chattanoogji,
Tenn., erect new machine shops and double the capacity of
its roundhouse.
The Union Pacific Railroad Company is reported as hav-
ing in contemplation the erection of machine shops at Fort
Worth, Texas, to cost «1,000,000.
The shops of the Fairmount, Morganton & Piltsbui-gh
liailroad Company at Weston, W. Va., are rapidly advanc-
ing toward completion. Most of the machinery has already
an-ived, and work wiU be commenced in the shops sooii
after the first of January.
It is stated that the East Tennessee, Virginia & Georgia
Railroad Company is to establish machine shops at Rome.
Georgia.
The Alabama Great Southern is reported to have in con-
templation the erection of large repair shops at Attalla, Ala.
Large machine and repair shops are to be erected at
Waco, Texas, by the San Antonio & Aransas Pass Rail-
way Company. It is also reported that this company will
erect machine shops at Yoakum, Texas.
The Pacific Short Line has decided to erect shops, deix)ts,
eu-., at South Sioux City, Neb., bonds to the amount of
$:14,IKM) having been recently voted for that purpose. Work
will be commenced at once, and at least $40.IKXI expended.
It is stated that the Grand Triuk Railway Company will
bmld a rolling-mill at Point St. Charles, near Montreal, for
the purpose of manufacturing its scrap iron into meivhant
iron for its own use.
It is stated that a site has been purchased for the erec-
tion of machine shops at Decatur. .\la.. by the Rome &
Decatur Railroad Company.
According to advices from Eric. Pa., the Pittsburgh.
Shenango & Lake Erie Raili-oad will build a roundhouse
and docks at that place.
The new engine house and car shops of the .\Ion;pclier Ik.
WeUs River Railway, at Moutpelier, Vt., are rapidly near-
ing completion.
The proposed car shops of the Norfolk & Western Kail-
way Company at Lambert's Point, Va., it is expected will
give employment to .500 men. The estimated cost of the
plant is *200,0(IO. The company is also making extensive
improvements at Norfolk. It is also stated that car shops
will be built at Radford, Va., and machine shops at the
new toHTi of Kenova. W. Va.
The Louisville. St. Louis & Texas Railway Company has
recently put in io.OOO worth of ne%v machinerj- in its ma-
chine shops at Cloverport, Ky.
The niaihine shops of the NxshriUe, Chattanooga & St.
I^.uis Railroad, at Nashville, have recently been complct«d,
anil :ui clectiic light plant is to be added. Thi> shops cover
scvcTi acies of ground, and cost in the neighborhood of
S7.">0,iK)0. Thirty new coal cars have already been turned out
in the shops.
The Houston & Texas Central lUilway, it is stated, will
move its machine shops now located at Sulphur Springs to
Waco, Tex.
According to a reclent statement, the St. Louis, Arkansas
& Texas Railway, will erect a roundhouse and machine
shops at Fort Worth, Tex. It is also repoited thjit this
company has sei-ured a site, and will erect car shops at
Pine Bluff, Ark.
The WTioeling & Elm Grove Railroad' has comineneod
work on repair shops located at Wheeling, W. Va.
The new shops of the Pittsburgh & Monongahela Kail-
road have been commenced at Clarksburg, W.Va.
It is reiwrted that the Corpus Christi. & .South American
Railway proposes to erect machine shops at Connis Christi,
Texjis.
THE RAIL^WAY MASTER MECHANIC.
Jaxiaky, iNill
completed ^vill occupy about 65 ;icres. The large smoke-
stack, 150 ft. high, has been completed, aod the coach shop^
machine shop, office and storeroom have been roofed. The
repair shop H-ill be the largest of the buildings erected, oc-
cupying a space of 90x350 ft. and will be so an-anged as to
accommodate 27 freight cars within its walls at one time.
The next largest building will be the passenger coach re-
pair shop. 1110x242 ft., having room for 10 coaches at one
time. This building will be two stories high and the upper
story \vill be used as u cabinet shop. Adjoining this shop,
in the shape of an ell, is the woodworking shop, HOxlSO ft.
The boiler and engine rooms are located back of the wood-
working shop, the former being supplied with six boilei-s
nnth a total of ti2t horse power, and the latter with two en-
gines of Hx) horse power each. The dimensions of the other
buildings are as foUows: Paint shop. '.10x-ii2: blacksmith
shop. SOxliHI: oil house, which is entirely fireproof, 4.SxB0:
boUer shop. sOxSOO: ojace and store house, 43x350; machine
shop, 1211x244. North of the buildings the lumber and sup-
ply yard will be located. The plant when completed %vill
be one of the best in the country, and ^vUl be equipped «-ith
the latest and best improved machinery of all kinds, and
when in i-uuuing oi-der will give employment to nearly l.OOt)
men. About 11 miles of track will be laid within the
buildings and yards.
Machine shops are to be buUt by the Georgia, Carolina &
Northern Kailroad Company at Abbe^Tlle, S. C.
The new bliicksmith and machine shops of the Grand
Truiil. KaV-.' a\ at Sarnia. Ont.. are now under process of
rr.,',.i [ ,i ;. ,1 'It will also contiun the pumping engines,
and III. !-■■'.' I !i I th,- electric lighting of the tunnel, be-
siilf> Mth. I h. r. N^.uy apparatus.
The shops of the Denver Union Railway & Temiin;a
Company (C. P. system), at Jei-sey. Colo., are to be lighted
by electricity, two 500-light dynamos, and other appliances,
including wiring for 1,100 incandescent lamps, and a t'M-
light generator, having been instaUed for this purpose. The
latter will be used in connection with an electric motor for
operating a transfer table.
The Philadelphia & Reading raUroad company has com-
menced the erecting of new repair shops. 307x170 ft., with
an extension of 25x36 ft,, at Nicetown. Pa. These shops
n-ill take the place of the old shops at Third and Berks
streets. Philadelphia.
Plans arc now being drawn for new shops of the Illinois
Central to replace those recently burned at Water Valley-
Miss. The shops will be of brick, and the main building
will be S.sOxlK) ft. niere will be seven pits in the machine
shop, which will be liberally equipped with modem tools,
drop tables, hydraulic cranes, etc. The plan is to make
these shops thoroughly modern in everj- detail. A portion
of the company's car shops .at Chicago were burned re-
cently. The pi-obabUity is that they will not be replaced,
and that new shops for both the locomotive and car de-
partments will be built at some point a short distance south
of the city. It is the intention to make these new shops
thoroughly first class in every respect.
A SIMPLE DYNAMOKETER.
We ilhi.-^trate herewith an exceedinffly simple form
of dynamometer, and one which ha-s ijiven excellent
satisfaction to its users. It was designed under the
direction of Mr. John Player, superintendent of motive
Power of the Atchison, Topeka & Santa Fe, and for |
the express purpose of testing the new compound re-
cently delivered to that road by the Schenectady loco-
motive works.
The dynamometer consists essentially of a locomo-
tive driving spring of 18 leaves, the spring having
been tested up to 2.5,000 pounds for its loss in height
under each ."iOU pounds of pressui-e. This spring is
coupled into a frame as shown in our large engraving.
so that the iniU of the engine will tend to straighten
it. The movement of the spring is multiplied on a
dial as shown, the dial being marked to indicate the
mill in pounds. The device, it will be seen, is practi-
cally nothing but a large spring balance. The fiame
work which carries the dynomomctcr consists simply
Hat I
quenl readings ol the maxiniuMi (lull. U was not the
intention to provide an apparatus going into the
iigceties of dynamometer work: the idea was simply to
get ii]i snniethini.'- in a huri-y that could be used in
Irsliui.' tho iiltimalo exertions (if tl)o ronijumnd and of
DETAIL OF INDICATOR OF DYNAMOMETER-
S. F. RY,
get grade resistances that could be done by taking
more frequent readings. The essential details of the
dial and pointer are given on an enlarged scale.
A PKW brief notes concerning the experiments and
experiences of the downwai-d draft locomotive which
has been in ser\-ice off and on for some time on a New
F,ngland road may be of interest. What we note
is not baaed upon ofKcial reports of. the road
referred to but upon wholly disinterested observation.
At first it was the sanguine belief of the inventors
and their backers that they could use an exhaust tip
as large as the exhaust passage in the cylinder saddle.
This fond illusion was soon dispelled, however, as it
was foimd that the engine would not steam with an
exhaust of that size. They then cut the sizes of the
double tips down to lii inches each, or about the size
used on the same road for l"-in. cylinders. This re-
sulted, naturally, in sharp exhausts which drew the
ashes into the smoke box and threw them out over
the country. So, contrary to one of their main prin-
ciples, an extension arch was put on the locomotive to
catch the sparks. Next they put jon a deeper ash pan
which with all its usual cracks and crevices naturally
resulted in a poor draft. This was an abandonment
of another "principle" of the inventor. Then the
fault was laid to incomplete supply of air and two air
ducts about .S-in. in diameter were put in the upper
forward corners of the lire box. Finally they decided
to throw the boiler away and to build a new and
larger boiler, paying especial attention to a larger
grat« area. This is a sccnnd step in the right direc-
tion, the first smsililr mnvo llicy made being to
bush the 18-in. cylindns .h.vvii lo |ii-in.,for this proved
a bettei- proportion li.i the ca])acity of the boiler.
The above is what Dame Rumor has said. She
further says that the engine burns a ton of coal per
2.1 miles against the performance of the regular road
engine of a ton to 42 miles. The downward draft
■ith
THE RAILWAY MASTER MECHANIC
jijt U^ g/*w. 6 - tf ^
iiziLE^.
.. ;i_
-xiO.
^r -tt^-:^.--^^^-:-rtf I:^
DYXAMOMETER-ATCHISOX. TOPEKA & SANTA FE RAILWAY.
THE IIAIL^^N^AY MASTER MECHANIC.
.I.VNVAKY, ISni
A MODEL FOmfDEy-CAHADIAN PACIRC BY.
The Canadian Pacific Railway recently built at
Montreal a new foundry, which is i-emarkahly attrac-
tive in ap])earanee, and well designed in all its details.
It is a fine brick structure. 114xlS;i ft. in dimensions,
and is admirably lighted. We give hei-ewith a floor
plan showing very clearly the interior arrangement.
There are four wheel floors, eai-h supplied with a
crane, but floor No. 4 has not as yet been placed in
u-se. The wheel cupola is located conveniently to
these floors, and an iron plate track for the wheel
ladles and buggies leads from the cupola to these
floors, this trjck being extended down to the anneal-
ing pit. The annealing pit floor is some height above
the floor of the foundry, and a crane raises the wheels
from the floor to the pits and lowei-s them therein, the
swing of the crane being indicated by the curved line
shown in our drawing. Xext to the wheel floors are
two large general casting floors, the first being for soft
ca-stings. and the second for car castings. An ii-on
in Ihcpartioulai' instynce in point the brakeman had
no stick, and knew that a coupling had to be made by
hand, if his management of the engine is so reck-
lessly negligent as to show that he was not in the ex-
ercise of proper caution, as where, instead of backing
t he cars up slowly he causes them to come together
with a sudden and severe shock, his negligence is so
great that the brakeman may recover notwithstand-
The compound built by the Rhode Island Locomo-
tive Works for the Brooklyn Union Elevated Rail-
way, which has been in service for some time, was
recently tested in comparision with a simple engine,
and t he results have been sent us by the builders.
Frniii 11,1 , |mh1 \^.' make the following extracts:
■111. -I :u-e No. 1)2 simple, and No.
....Water grate.
-H-4li sii. ft.
1.V46 sq.ft.
-'44 sri. ft.
Stfiini .ber-l v'lvi-. ,(c-nn
Wi-iKht. l.iaded
Wi-ight. Iciaded on drivei
Weiglit. loiided on truck
The sen-ice for whi
were designed is of
ordinary form, and is
poimd locomotive, bei
quick sur<'ession, the
.31.084 lbs.
14.316 lbs.
consideration
and stops in
ly ffi-ades and
indispensable.
FLOOR PL.\.\ OF UPPER STOHY
track for buggie ladles runs down between the two
and passes on into the cleaning shops. Two five ton
cranes handle the work on these two floors. The ar-
rangement of the core room, oven, etc., is very con-
venient.
f Jutside the building diverging tracks lead from the
base of tbe elevator into the scrap yard. The small
pu.sh cars are loaded there, easily pushed to the eleva-
tor over the turn table shown, and carried thence up
to the upper story where they pass to the cupolas over
the tracks as shown. Every step in the process of
making the general and wheel castings is aided by
some convenient arrangement or appliance. At the
time of our visit to this foundry last October the out-
])ut of the three wheel floors was about 44 wheels per
day. The work of the wheel floors is very carefully
watched, and every essential detail in their manufac-
ture is recorded, and chill pieces are taken regularly
from each floor. The Whitney contracting chill is
used. The foundry is under the charge of Mr. ,1.
Higginson, master car builder, to whom we are in-
debted for the drawing for our illustration.
I .v the recent case of the Louisville & Nsishville
Railway Co. vs. Watson, in the supreme court of Ala-
bama, an interesting point was decided as to the re-
sponsibility for injury of a brakeman by the wanton
negligence of an engineer. The decision in brief is
that where the regulations of a railway company re-
<pure brakemen to use a stick in making couplings, a
brakeman who attempts to make a coujiling without a
!.tick is negligent, but where the engineer knows that
MODEL FOL'XDRY— CANADL\N P.\CIFIC KY,
Island Locomiii
th" cylinders i
cylinder sizes
average work ,
ylinders, designed for this effect,
upon the starting. "- - 1.--. ro-
under exception:ill
provided for l>y ;i ,
to be
i the compouud to be
only.
)ility of using the engine ' ^ '
definitely is also a veri.- desirable adjunct for yard work,
allowing the engine to be worked to much better advaut^
age. In ordinary circumstances the . iiLnii'- Ntart.^ tinm irst
as a simple engine, with direct steam :ii ii,,i h , ylin-l, i-, ih,
cylinders having equal power. Wti, n the n,,Mii:il |,i,,-.-iii,
in the receiver is reached, by meaij- ,1 tli,' c \liaii~t ii,,in
the high pressure cylinder, the dire. I sii'aTn is aui,,iM,in<
ally cut off from, and the receiver strain a<li[iin.,,l mi,,, ihr
low pressure cylinder, and the eniriia- ilius thr,'\vii lni<, itic
compound system. There is thus im a]>|n>-(iabl'- .iian;:!- in
power when the change from simple I" ri,ui[„,uiid is madr.
either in changing automatically or on Iteing rhaiignl fn.ni
the cab. The automatic change occurs from one-half to one
revolution of the drivers. For actual performance in this
respect see Fig. .S.
The principal dimensions of the two engines are as fol-
lows :
■oul. Antlirucite coal.
■xtent. The lilow-off
asm'ed and accounted
new metallic packing
ne left valve stem. The throttle also
The management of the engines left
,1. The compound was ruii entirely
18 xWli
11V4X18 ii
I xlTlli.
Oimdera. riearai. ,. 1
Steam pipe from I,oil,
Steam pil)efroni hoilc
by M 1 at il the first notch was reached
thi,,i , . u i,tr open. The blower was used but
on, , ,i ],,,,, ,,i, i f,, , I. mpouud, and sparingly on the sim-
ple. .\.- s \i.i., .i.i\ays worked comixiund automatically
Careful attention was paid to the weighing of coal,
which was broken lump, soft anthracite, free n-om dirt.
The coal was not wet. The ashes were not weighed, cir-
eiiTiistaiie,'.; Tint rtrlTTiitting of it. Thcy showed a very
sm.,1! i„ I , , III I I unl.iirnt coal each day. The compound
I,. I I ] Il a light draffc on "all trains. Steam
^^ I , \ the door being on the latch fre-
i)n,iiii;,, , V'li \\i'h lLea\-y trains, and t.speciall,v so with
liL'1,1 ii.ims. iaif,;iiie.s of the simple class steam freely
Willi ,1 li-ht the on light trains, but on the three
and four ear trains the blast is sharp and fires
li,a\v in order to keep up steam. The compound makes
steam with a draft so lif.dit andoyenthat it would seem able
sartngin fuel ,,M",ii.,, Tl ii\ ,,1 ,,,al iis,,,ll,r,,aks up
immediately on i , ueiues
quite an ile'in I - inbumt
ing left from tin
The results o:
follows :
i- .- 1,1 ..s li.nas. The
.■ iih nuieh of the
MO .spai-kson the
II I !i, smoke box of the
M nil. ,i elear passage be-
be briefly summarized as
THE RAILVVTAY MASTER MECHANIC.
ll.p.»-
•M. E. 1'
T175 ^N
•yX^ ME P.
rss
B.«»—
X
x.^^ 11.1'.
-^
K
with light trains works iu tlif first and socc.n,!
noti-hes, and with heavy traius in the tliird :m.l
fourth notches; always startiuj; from the seveniii
or last notch. The low exhaust pressure shown on all i-anl.s,
at tho ordinary workifi^ notches, is one cause of the water
iiiuny iu fuel and water consumption,
'Vi-- diflfcreuce in cylinder pcrfoi-m-
Mi,l compound locomotive, uiuier
1 1 1 he latter should bring to boar
[' Ills a more continuous or even
- ihi.se parts to loads of less ninffni-
na.vimum stress. The effect of the
also be more regular in the eonipouiid
Steiim, riS; Rev., 130; Notch, 1; Scale, SO; Ave. :
E. P.— H. P., 76-31; L. P., WS-J; Kef. to H. P., (iO.>
ToUd horse power,138-08;Cut off— H.P.—F.,-45;B.,--I
L. P.— P., -44; B., -45.
M. E. P.
\ n.p.
,-,315 — — ;:
12tU >^^^
-^
^i^t^^
-— ~~c!ijf£g!/
l+^;Kev., -J.vi; Notch.:!; .Scale, sil; Av. M. E. P.— H. P.
power, U7+-t; CutoflH. P.— F., M; B., i
CARDS FROM RHODE ISLAND LOCOMOTIVE WORKS" COMPOUND.
Tutiil numtier of t
TolalnumbiTOf c
represented by full and dotted lines.
[ wa.s taken with the engine working u
:i!i: The speed at which this card w
elevate
diagiii I
iilMUud to equal the simple en-
on quick time, was fully de-
d, by reason of its ability t« be
nne, can equal the maximum
hen. the small cylinder on the
h of those on the simple, and
systei]i>. Tills is a very desirable r<
eoiHie.ti.iiis through the whole train.
The crank pins and reciprocating prirt-; n
such high pressures or sudden van:iti..ii^
each half stroke in the compound. :l
desired
Cylinder oil can be used
enmpound engine, the oil fed to
ither desirable fac'
ith
under certain eonditii
COVINGTON SHOPS— KENTUCKY CENTRAL RAILWAY.
Our illustrations of the Kentucky Central shops at
Coving-ton, Ky., give a general ground jjlan indicat-
ing the location of buildings, track, etc., and also a
floor plan showing the disposition of tools in the
boiler, blacksmith and machine shops. Ilhi-strations
of some interesting features of shop detail will be given
in a later issue.
The groimd plan shows a convenient and coinpaci
grouping of buildings. These include a i:i stall roimil
house, a building 298x93, divided into ama<-hine>bop.
rtrips 36-1
20-9
evaporated In No. 58 a
from and at 213. No. K! .
No. 68..
' per lb fuel \
Av. wat«r iter car mile for day No. 6S .
No. 58 .
l-ods. This \v;ls a fi
in endeavoring to gi
valves in all the v;ii
Fig. 1 shows a set of high and low- pi-essui
with the atmospheri " ' "
y. except the direction of its
tries being on the fonvad axb-
lain axle, with short ei-centrii-
it had to be contended against
ut offs and openings for the
tion of i
;irds. The eoutour t»f the cards
. .wever, shows the proper reduc-
ieh the reducing valve seciu-es at
il : wh eh wa."! the object of takiui?
.1 The card shown in Fii;. ;i was
( full smooth 1
cards, traced
-onibined dia-
associated with
and with the ex-
tiou later.
The results from all the cards taken show the water con-
sumption to vai-y but little through the varj-ing speeds un-
der like pressures of steam at the same cut-offs.
It is believed that they embody good generid work, and
show to good advanttigc in compaf :son ^vlth those from or-
dinary locomotive prat-ti<-e. The loss in pressure by the
j passiiVre through the 1 iver is small for both slow and
f:L-! I. ..' IT: I,- Til. ,i.iii;i<sion liuG is good, and the cx-
! ■ .■(,:■', ,. „t diagi-ams hold closely to the
- tiMni, tending to -show a small
, .1 : !-iii..n. The water per horse power
I |i, , i,,,i,, ...iii, 1. :- -h, t,,i .,f economy. Hgurcs low oven on
I the eanls doing woi-k at fast siieeds. TTiis low water nit«
I for work done, shown by c;u-ds, is verified by the result of
I the actual sei-vice test, in w-hieh nearly 34 per cent, less
I water was used by the compound Ihtm by the simple engine
in doing practically the same work for 14 hours. The work
done by each cylinder is practically alike at the third and
fourth 'notches, and vtiries by degrees in opiwsitc w-ays
fnim that i>oint . The design w;i.s to have the jioint of eijual
power near the point or average work. This engine
t-nnci.- ,,-,. ■ ■ lain buildings. The power fur
each si I a 14}.x26 in. engine, running
at Yl'i 1. ..' I !i. ]■,■ are two boilers, each lio in.
l>.v "' ■ - ■ ' wuiiing .57 4 in. flues. A 4.-. in.
'!" ' ' ' -1 Ian will te put in to draw the shav-
■ 'i eat- shop to the boiler room. As will
iloor plan of the machine shop building
• uiiple supply of tools, and we may add
1 !..i', : .u c uf modern design and excellent make.
.\ ii.Malilc feature of the machine shop islhedroi)
tabic which we shall illustrate in a future i.ssuc.
With these fine buildings filled with modern tools,
Mr. S. U. Tiiggle. master of machinery of this i-oad.
feels lliai he is iK.w ill a position to keep fully abreast
of the |iniji-.--.i\.. «,,ik of the day.
\Vt
have staleti
ajipend a list of thcni, in
which is given the names of the makui-s. and the im-
portant dimensions of each tool:
IfU^ Tools.
One double head 78 in. swing driving wheel lathe.
extreme distance between centers 8 ft. (i in., lathe to
have quartering attachment, face plate slide rest and
two coinijoimd slide rests.
One double car axle lathe mth urane attachment.
One car wheel borer for 42 in. wheels and uiid.-i-,
Willi aiiUimatic crane, power feed and hub facing al-
tachincnt.
One hydrostatic wheel press, double pump, 9 in. ram,
THE RAILW^AY MASTER MECHANIC.
jAsr.UiY, 1891
»ke 72 in.
One radial drill. 5 ft. ai-m.
One 18 in. and one 10 in. slotter.
One 1« in. traveling head shaper.
One No. 2 screw machine and all tools ci
One 4fi in. swing lathe. 24 ft. bed.
One gi-indstone and box 48 in. wheel.
One 8 ft. boiler maker's rolls.
Acme Tools.
One double bolt cutter to cut from i in. I
One single bolt cutter to cut fi-om li to :
C. A. Gray's Tools.
One KO.VBO in. planer to plane 24 ft. long, double and
side head (an e-xtremely fine tool).
One 36x3fi in. planer to plane 12 ft. long.
One 2Bx2fi in. planer to plane 8 ft. long.
One 28 in. swing lathe, bed 18 ft. long.
One 28 in. swing lathe, bed 1.S ft. long.
One 20 in. swing lathe, bed 12 ft. long.
Two 16 in. swing lathes, bed 8 ft. long.
Gould (6 EberhardVs Tools.
One 36 in. upright drUl press, automatic feed. etc.
Two 30 in. upright drill press, automatic feed. etc.
One 20 in. upright drill press, hand feed.
One 16 in. and one 10 in. pillar shaper.
Springfield Enun-y ^Vheel Mfg. Co.'s Tools.
One emery tool grindei-. slide rest. pump. etc. '
One buffing and polishing machine.
One swinging frame grinder.
One gi'inder; one end for miscellaneous grinding
and one end with surfacing table and attachment.
One 16 in. swing lathe with tail stock and turret:
also, slate taper attachment.
One 3.000-lb. steamer hammer double stand.
One Bradley's hammer, upright. 100-lb.
One portable bolt-heading machine.
One power bolt header, heads to U in. diameter.
One No. 6 Sturtevant pressure blower.
One stationary blast forge, copper smith's.
Two portable forges, boiler makers".
One Long & Alstatter punch and shear to cut-off
lixl in. flat or 2 in. dia. round iron; one throat 30 in.
depth, one 12 in. depth, to punch close in corners: and
all necessary tools, dies. etc.
One planing and heading machine.
One fret saw.
One hand mitering machine.
One 20 in. swing Victor lathe.
One pattern lathe— not new.
One automatic blind stile mortiser and borer.
One band saw setting machine.
One hand punch to punch I in. holes in J in. iron.
One hand shear to cut f in. iron.
One 6 in. 4-jaw universal and independent chuck.
One 6 in. 3-jaw universal and independent chuck.
One 9 in. 2-jaw, \nth one pair false jaws.
Two 24 in., one 18 in. and two 12 in. lathe chucks,
[id indej
bottom adjustable jaw ma
ehinist's vises 7 in. jaw.
One filer's vise.
One pipe grip to fit 7 in. saw vise, holds i to 6 in.
pipe.
Six 4.50 lbs., six 3.50 lbs. and two 300 lbs. anvils.
There were saved from the old ship all small tools
and tool room machines, the latter consisting of one
16 in. swing Brown & Sharpe lathe, 6 ft. bed; one
Brown & Sharpe milling machine: one Morse twist
drill grinder, all these machines being as good as new.
Ml-. W.
tendent o{
to become
.^ (,>uiucy
iiieCom-
of the Burliugton road and then became its suiieiintendent
of telegraph. It is to be regretted that he has entirely left
the railroad service.
Ml-. F. Hvif-iiii'li m:..;t..r !,„.,-h;iiii.- nf Ih- Iiil-i-natioual &
Great Noi-t hi .■:''.-.■. '■■',■,■,■■■ , ii-:m-'.m ■haiiic in
the shops nf r . -^ I . . \ — . ,v 1 • , - : 1.1 at Pine
Bluff, Ark. li HI.' ;,i.i>^ ,1 i 1 hat i-oad;
was afterwani ai.|"'inuil ir.iiii iii,i,..tei. ili.-ii dn ii-iou super-
intendent and lluaUy general superinlendeul, giving up the
latter position when the i-oad passed under new conti-ol.
For awhile after this he was engaged in business, and on
liis return to the railroad service accepted an appointment
to his present position. Those who have visited his shops
at Palestine, Tex., speak enthusiasticlUly of his methods
and of the excellent results which he has attained.
Mr. A. Galloway, master mechanic of the Toledo, Ann
Ai-bor & North Michigan, has resigned to accept the posi-
tion of superintendent of the C, H. & I. division of theCin-
cmnati, HamUton & Dayton.
Mr. F. P. Boatman, formerly master of rolling stock of
the Ohio & Mississippi, at Washington, lad., has been ap-
pointed master mechanic of the Big Four road at Indianap-
olis. On the evening of December 27, 1890, the shop, and
other employes of the Ohio & Mississippi, presented him
with an elegant diamond ring, as a token of their good will
and esteem. Mrs. Boatman was also the recipient of a set
of diamond ear-rings, the value of the two presents being
$900.
Mr. Samuel Ir\iu, master ciu- builder of the Missom-i
Pacific system, has resigned, his resignation taking effect
J. A. Fay it Co.'s 2'ools.
One 48 in. grindstone.
One No. 3 rip saw.
One No. 2 rip saw, self feed.
One double reversible circular .saw.
One No. 3 cabinet tenoner with cut off saw.
One No. 34 sill cut off saw and reversible borer.
One No. 3 band saw.
One large automatic car joiner and borer.
One No. .5 car tenoner.
One vertical car tenoner.
One No. W mortiser and borer.
One No. 3 edge moidding and shaping machine.
One D. universal woodworker.
One iron frame dimension planoi- for large car silli
0 cut 40 ft. long.
One tmiversal i-adial drill, 6 ft. arm— Univcrs
dial Hrill Co.. Cincinnati, O.
One pipe machine to cut 2 in. and under.
Two solid box wrought iron vises. 7 in. jaw.
One Stow ftexible drill.
nOnc planer chuck — Swivel base graduated,
COVINGTON SHOPS-KEXTUCICY CENTRAL RY.
PERSONAL.
Ml-. R. F. lO-edeU, who was for a long time in the
mechanical department of the "Big Four" at Cleveland,
has gone to the Chicago & Erie Railway which he will sei-ve
as general foreman at Indianapolis.
Ml-. E. Jones, hitherto master mechanic of the middle
Iowa division of the Chicago, Burlington & Quincy has
been appointed master mechanic of the west Iowa division,
\-ice Mr. P. Wallis, resigned. Mr. J. F. Deems has been
appointed master mechanic of the middle Iowa division to
succeed Mr. .loncs.
Mi-. F^-ank C. Smith, formerly master mechanic of the
Queen & Crescent system at Chattanooga, has entered the
service of the Atchison, Topeka & Santa Fc as assistant to
tive Power Player.
master mechanic of the west Iowa
I : Burlmgton & Quincy Itailroad, has
was formerly engineer of tests of the
c Quincy at Aurora, afterwai-ds be-
nic at Beardstown, thence going to
ion to accept the position which he
December 31. Mi-. Irrin has been in the sei-\-ice of the
Missouri Pacific for 11 years, and although offered a posi-
tion with one of the large car companies, will take a much
needed rest.
Ml-. J. B. Dailey has been appointed master mechanic of
the Rio Grande Western, with headquarters at Salt Lake
city, vice S. C. Smith, resigned.
Mr. P. H. Conradson who has just taken the position of
chemist of the Great X.i'lii ir v.,.] >s is for seven years in
the laboratory of the I '. - i la.l under Dr. Dud-
ley. Fortwo years ii : i^ in charge of the
chemical and testing lahniiiHiy .t tl, .New York Jic New
England road at Norwood, Mr. J. B. Henney being then
the superintendent of motive power.
Ml-. J. G. Clifford, formerly of the Mobile shops of the
Louisville & Nashvdlle, has been appointed to succeed Mr.
W. P. Pike as master mechanic of the Louisville shops.
Mr. Pike has been appointed as supei-intendcnt of the
Louisville division of this system.
We regi-et to note the death of Mi-. C. B. Street, master
mechanic of the Pittsbm-gh, Cinemnati & St. Louis, at
Deonison, C, who died November 30, of heai't failm-e,
.Taxtiart, isni
THE RAILWAY MASTER MECHANIC.
Ml-. S. P. Bush has been apiwinted as acting niastei-
mechanic of the Pittsburgh, Cincinnati & St. Louis, at
Dennison, Ohio, in place of Mr. C. B. Street, lately de.
ceased.
Mr. C. J. Clifford has been appointed general master
mechanic of the Chicago & Eastern lUinois, with heail-
quartera at Danrille, 111., rice Allen Cooke who resigned
Mr. Wm. F. TuiTeff, late of the Big Four, has been ap-
pointed assistant superintendent of motive power in charge
of the mechanical department of the Erie's western lines—
the New York, Pennsylvania & Ohio, and the Chicago &
Erie. Mr. Turreff has been serving the Chicago & Erie for
a short time with the title of master mechanic, ami with
heailquarters at Huntington, Ind.
SUPPLY TRADE NOTES.
—The Bridgeport Machine Tool Works .send us a very
handsome catalogue illustrating and describing their excel-
lent line of boring and turning mills, lathes, .screw ma-
chines, shapers, etc. The illustrations are very finely ex-
ecuted, and handsomely printed on tinted backgi-ound. It
is a satisfyiug catalogue from beginning to end.
— The Consolidated Car-Heating Company has removed its
main ofBces from the Commercial Bank Building at Albany,
to its shops on Trinity Place in the same city. The change
gives the Consolidated Company the much larger ofMce a<--
commodation it has for some time required. Twenty-five
thousand of their steam couplers have already been fur.
nished to railroads.
—The Jones Safety Nut Lock Co., of Syracuse, N. Y.,
which has been but one year in the field, reports that dur-
ing that time thev have placed large orders in France,
Gei-many, Italy and Mexico, the total number of nut
locks sold going well into the millions. Besides the plant
at Syracuse, the company has a shop at Bridgeport, Couu.,
and is now establishing new works at South Chicago, as its
large orders demand increased manufacturing facilities.
—The Philadelphia & Reading RaUroad Company has
contracted with the Pullman Car Company for 3,00J thirty-
ton coal cars, 1,000 gondoUjs, 1,0(10 box cars and 50 stock
cars. About 1,000 are to be delivered by February 1, and
the remaining 4,050 by August 1. These cars, like the 4,,500
built last year, vdll all be equipped ^vith Van Dorston auto-
matic couplei-s and Westinghouse air brakes. The man-
agement of the Reading deser\-es credit for the progressive
spirit that prompts it to keep abreast of the age in the mat-
ter of the use of safety appliances. They have gone to a
very hea^-y expense in equipping these 9,5.'i0 cars with the
automatic couplers, and the couplers upon the 5,050 cars
L'ted for will c
*iai,500, while the i
—The new machine shop of the Walker Manufacturing
Company, Cleveland, O.. is 165 by 4S0 ft. The glazing of
the immense roof was done by Jos. Plenty who has been
doing much work of this kind for railway shops, large sta-
tions, etc. There are three 35 ton traveling cranes running
the length of the building. Mr. Earnest W. Naylor, who is
well known as a designer of hydraulic cranes and other
hydraulic machinery, is now connected vrith this company
—The Rogers Locomotive Works has orders from the
Chicago, Burlington & Quincy for three dei'apod locomo-
tives and for 25 moguls (class H).
—Mr. J. S. Christian, who has made hosts of friends dur-
ing his connection with the C. F. T. Co. and Hutchins Ite-
frigcrator Car Co., has resigned that connection, to accept
the position of general manager of the Western Rolling
Stock & Equipment Co. This concern is engaged in the
car leasing and car trust business, and is composed of Chi-
cago and Philadelphia parties. Mr. Christian's many
friends ^vill be glad to learn that his new duties \vill not
take him away from Chicago, the head offices of the equii>-
ment company being here.
—Messrs. Merchant & Co., Philadelphia, Pa., have
issued a catalogue of unusual beauty— unusual even in
these days of exquisite catalogue work. The letter press is
devoted to brief notes concerning this company's varied
line of metal specialfies, and the illustrations consist of
amusing sketches reproduced in half tone in which brf)wnies
are sho^vn engaged in the various processes practiced in
Merchant & Co.'s business. The drawing and engra\ing
of these sketches is of notable excellence.
THE RAILW^AY MASTER MKCHANIC
Janf^vet, 1S91
— Pcdrii-k & AycT, of PhUadelphi;i. have issued tlioii-
catalogue for isftl. in which special attention is given to
their milling machines and milling machine attachments.
A special feature of interest is a series of illustrations in
outline sho^ving how the milling machine may be adapted
to a wide range of work by the use of special attachments.
A similar series shows the various methods of using their
planers in the same way. The catalogue is bejiutifully
panted on fine heavy paper, and is a credit to the house.
— B. F. Sturtevant has published a special catalogue,
illustrating and describing his steam hot blast di-ying and
heating apparatus as applied to drying lumber, etc., and
warming and ventilating buildings. Since the presentation
of the last catalogue the Sturtevant kiln and apparatus
have been entirely redesigned, and steel pipe is now ex-
clusively used in the heaters in place of the common wi-ought
iron pipe generally used in such work. In the preparation
of this catalogue free use has been made of letter press, so
that a clear understanding is afforded of the various pieces
of apparatus turned out by this concera.
—The Consolidated Car Heating Company has issued an
elaborate catalogue, giving a complete list and description
of the apparatus manufactured by it. Some months ago
we g-.ive considerable extracts from the advance sheets of
this catalogue, and wUl only add now that the catalogue as
printed more than fulfills the promise of the advance sheets.
It has one feature of special value — one that is not met with
in catalogues as often as one would wish — and that is a com-
— Cooke & Strong,of Danville, 111., manufacturers of auto-
matic steam and air locomotive bell i-ingers shipped, during
the month of November, .31 ringers to locomotive builders
and railway companies and they commenced December
with 23 ordei-s in hand.
Cbas. Scott Spring Co., of Philadelphia.
—To the Dixon Crucibl e Co. the year 1890 has brought a
greater volume of business than for any previous year.
\\'hile sales have increased, prices have also declined
which means proportionately, a greater quantity of goods.
Tlie company's out-put has tax'ed all the faclliues it has and
in 1S91 it must tear down and rebuild on a larger scale.
— W. E. Haskell.of Minneapolis, has purchased a one-half
interest in the Priest Sanger, the pi'ospects of which in en-
quiries and new orders are veiy promising. We under-
stand that Mr. Haskell will take active charge of the busir
ness management and the thing will be ^-igorously pushed
hits winter. — [Northwestern Railroader.
-Mr. \Vm. E. Best, secretary and treasurer of the Bar-
num-Richardson Manufacturing Co., Chicago, has, at least,
an office worthy of his company, his visitors and himself.
This ui-w buildiug. at (V4 South Jefferson street, adjoining
the \vnik> (.f tlif .ompany, is 2S by 44 ft. has two stories
:ui.l :i h.i-'ii.' lit <>ji the second floor there is a nicely
riiii~li' li ,iinl lunii-tu'd directors' room. Additions are be-
ing iiunir tu iiu- works which will give a total capacity of
:HHt wheels per day. Both the steam and street car-wheels
fui-nisheil bj- this concern are made, without exception, in
BaiT contracting chills. The reports of mileage of these
wheels, which come into the office, are read by Mr. Best
with a smile of satisfaction.
—The Garlock Packing Co., of Palmyra, N. Y., is mak-
ing a .successful packing for railway uses. While this com-
pany has but recently entered this special field, the results
so far are very favorable, and an extensive trade is antici-
— The WcsU-ott Chuck Co., of Oneida, N. Y., is filling a
number of orders for foreign trade, among them being 1'3
very large chucks for railway use, shipped to London, Eng-
land ; 87 chucks of various sizes to Berlin ; 44 to Paris, 18
to Australia, and 14 to South America ; besides another or-
der of fi() drill and two lathe chucks.
—The Utica (N. Y.) Headlight Co. has just completed an
addition to its main building, 40x60 ft., 3>^ to 5 stories in
height, and has put in a new 75 horse-power Westinghouse
compound engine, 10x18x10, and a ll.i horse power
boiler. It has also added a one-story :J0x."i0 engine and
boiler room, and a 30x-2O blacksmith shop. The capacity of
the plant is now 4,000 head-lights yearly.
— The Consolidated Car Heating Co. has closed contracts
to equip the cars of the Canadian Pacific and of the "Soo
Line," with its Commingler system of heating.
—The Burtis, Patterson, Sargeant Paint Co. has been
organized at Cleveland, O., to manufacture paints for r.iil-
way use as a specialty. Mr. A. B. Burtis has been with
the Sher^vin-William Company for many years, and during
the whole period of his connection with that company has
been identified with its railway department. Mr. Benj.
Patterson has also been for a good while connected with
the .same department of the Sherwin-Williams Company^
Ml'. Winnie Sargeant was formerly the private secretai-y
uf Mr. Tlieo. N. Ely, general supcriuteudeut of motive
power of the Pennsylvania Raili'oad, and afterward was
with the Sherwin-William Co. Mi-. Hopkins, who for many
years has been supei-intendent of the Sherwin-Williams
factoi-y, and Mr. Stevens, who held a prnmin.^nt ofti,-,- i..wi-
tion with that company, have also idin'ti. I ''■.■'! -.i,.-^
with the new concern. The Pennsylvaui;i I'li'f ;i'.ii\.
whose works are at Erie, Pa., has been pu. i.i^. .i u> i h.
new company, so that it is able to enter al ..lux- upv.ii ihe
sale of paints. Other works wUl be built immediately in
Cleveland.
— The Mason Regulator Company, followed up its clever
Thanksgiving memento noted in our last issue -with a very
unique Christmas greeting in the shape of a card bearing ;
welcome Christmas gift in coin. The firm thus ingcniou.sb
avoids duplication of presents and error as to fersona
tastes of the recipient.
—The Pullman Sash Balance Co., of Rochester, N. Y
las received an order from
lie Lehigh Valley Railroad
"1 4:io |.aiis of their cai-
i>ti 1m1,i[i.i'^, a cut of which
,, ,„,;,, hi-rewith. ' Mr. J.
Kins.'y. master mechanic of
hat road, iu placing the order
expresses himself as highly pleased
with results obtained so far. The
Kansas City, Ft. Scott and Mem-
phis raUroad has adopted this bal-
ance, finding the aluminum steel
tape used in its manufacture
an especially desii-able and valuable feature by reason of
its exceptional durability.
—The Western Torpedo Works, of Fostoria,Ohio.sen ds us
an unusually handsome little catalogue made up of beauti-
fuUy printed leaflets bound with a ribbon. In this pamphlet
are described and illustrated the wedge shaped and other
railroad torpedos made by this firm ; but the greater part of
the space is taken up by an illustration and description of
its red light signal fusee. These fusees consist of a torch
fixed in a ferrule, the fen-ule being weighted and provided
with a sharp spike. These are readUy lighted and are then
thi-own from the rear of the train to the ground where they
stand on end.* They bm-n from five to fifteen minutes ac-
cording to the size used. The Ught given is clear and brill-
iant and of a bright red color, and can be seen for mUes.
This company also make a hand fusee, which is veiy like
the other but is made to be held in the hand. The flame on
both these fusees cannot be extinguished by wind, rain or
—The Louisville & Nashville raUi-oad company has closed a
contract mth the Mt. Vernon Car Manufacturing Company,
for the construction of 100 coke cars. The railroad com-
pany will also build .50 of these eai-s at its own shops at
Liiiisvillr, These cars are to be used principally in the
' I > -"I lias been appointed general northwest-
'I! I ititwl States Metallic Packing Co., mth
"'li' ■ i: ' ii. ,,y,.. .Mr. .Stinard is an old railroadman hartng
a I'ltig and honorable record in the mechanical department
of the Erie system, but he has of late years been in the
railway supply business.
— Mr. Frank E. Bakeman has resigned his position as gen-
eral sales agent of the Hinson Car Coupler Company, to
accept a position in another Une of business. Mr. j. E.
Forsyth, prominently identified vrith the early history of
the Hinsob coupler, has taken Mr. Bakeman's place.
—The Nubian Iron Enamel Company, of Chicago, send
out some neatly engraved fac similies of letters from promi-
nent concerns commenJing the Nubian iron enamel paint.
—In November an interesting test of the Beals locomo-
tive brake was made upon the Lynchburg & Durham Rail-
road, in which some excellent stops were made. In one of
the stops on a down gi-ade of 80 ft. per niiln nt ■?-. .ri'..^ i»r
hour and with a boiler pressure of 1.50 11 p- -
stopped in 10 seconds and 262 ft. On tin-. . , . -
miles an hour, with the throttle open aiitl ,i 1. 1 . -- i i .n
lbs. in the boiler, the engine was stopped m 4..u n i ^
test was followed by train tests. The train consist,,
locomotive fitted with the Beals brake, six load c, I i
cars and two empty freight cars fitted ivith the LoUL-ir m-.
brake, and a combination car and sleeper unbraked. 1 iii.s
train was stopped on an 88 ft. down grade, at a speed of 40
miles per hour, in 19 seconds and iu 574 ft. On a 20 ft.
down grade at .SO miles per hour, with a wet rail, the
train was stopped in 17 seconds and in 352 ft. On the same
grade (2« ft.) and 30 miles per hour, mth the train brakes
cut out, a stop was made with the engine brake alone in 37
seconds and 6.57 ft. There was no shock in any of the ex-
periments.
—Messrs. Watson & Stillman, of New York, have issued
a hydraulic jack catalogue in which are illustrated and de-
scribed several additions to their regular list of jacks, in-
eluding an independent claw hydraulic jack, a hydraulic car
box jack and an improved square bar trip track jack; also a
hydraulic piston rod jack. This latter tool has a pushing
•apacity of over 15 tons and a motion of V in. to the rams,
is very compact and weighs complete only 12 lbs. .
THE OFFICIAL RAILWAY LIST.
Changes for the Month of December. 1890.
Art nisox, ToPEKA & Santa Fe.— J. D. Springer, assist-
ant to the president, elected thii-d vice president.
Boston, Revehe Bem-h & Ltnn.—M. Shepard Bolles
dirision, now located .r, .^a.,i:,...
Cextk.u, New Eni.l.v.vu & W
pointed general superintendent, -
signed.
Chesapeake & Na.*hville.— John Echols appointed re-
CnicAGO, Burlington & QriNcv.- W. W. Nichols, supei-
intendent of telegraph, resigned.
Chicago & E-isteun Illinois. -T. W. Bunviws ha%-ing
resigned as superintendent of ti m.^i-n i:i';,,ii ;, sue, .■,-ilc3
by M. S. Connors, with hca,li, ■ Iv i'l. c j
Clifford, heretofore acting l', ; .mi., ap-
pointed general master met ti.r ,., in i-i .- at
Danville. A. A. Bowman, a. i _ ,- i; :i,i,.,l
trainmaster, mth headquart.i- ■ i \ i 1 1 , is
resigned as freight traffic i
resignea as ireignt traffic man,,
era! superintendent promoted i
deut and former office abolish, ,;
ant general passt-iiircr and ti, i,,
passenger ati,l f, ', , • ,, ,, ,,,
vice prisi,
E. S. Coni>
Long.
mpany is
,-lcr; first
Chicago, MiLWArKEE & St. Paul.- J. F. Tucker, assist-
ant to president, resigned.
Cleveland, Lorain & Wheeling. — President Selah
Chamberlain, deceased.
F. A. Husted, trans-
.Mounts, resigned : A.
1. & I. division, vice
President J. W. Reinhart, of
!■ and rice president.
;iNG.— H. O Pond appointed
.■luom- trainmaster; position
Co.— Dudley Farlin, general
IN.- Geo. W
. Ogilvie, super-
; Vice President
\. \\". B. Denham appointed acting
cidiiig Shemian Conant, deceased.
-J. E. Ross succeeds R. C. Anderson,
ir .)nsc]ih Hicksoii. resigned as general
- I lie Louisville & Nashville has sc-
■uad.
iville. — W. P. Pike, master mechanic
ppointed superintendent of Louisville
,.\viis. resigned. J. G. Clifford, master
>— Superintendent
office has been abolisi,,
general foreman d
appointed to that iin-ii
ThefoUowingarea|.|„
ments: .T. M. Maris, si
I I 1.— This road now in opera-
'iviug; Alex. A. Arthur, presu
esident ; Fi-ank J. Hoyle, gen
Januaky, 1891
THE RAILWAY MASTER MECHANIC.
Caldwell, ai-tiiiL- in:i-.t.r ..f •
tendeutof r.-iMii ,'.1- , ,: .1
Mobile & c 111 1 - '
deceased. (Mt.
yveii appoiiii. >,
t'ih'i'i' ~". • . ' -" ' 1 •• -
\V. 11 ~
qu:il-. 1 .
Ka\ . : -
ant'-ciirnil'liViKl
Charles B. Phelps
Oiii..&Miss,ss
.Imsi'ou su
PIM.— J. M.
d. Vaillaul
ffle. E. B.
M. Pelton.
xirv r. P.
Portlaud
ndent, resigned.
M. Sheer appointed acting ma.ster
Boatman, resigned.
manager,
with headquarters at Portland ; John L. Howard, manager
in California, with headquarters in San Francisco; G.B.
Willey, auditor, Portland. General manager H. W. McNeill.
resigned.
Pacific SnoKT Line.— L. L. Bierbower of Omaha ap-
pointed receiver.
Pexxstlvaxia Railroad.— W. H. Hippie appointed to
succeed A. Gilpin, i-esigned, as chief inspector of bridge and
tr:i,l: iniifprial,
I ' I ... 1 vAXiA & NoRTHWESTEKN.— President Charles F.
I, ;,,. .>c Pekix Uxiox-.—M. Mounts appointed general
^iipi 1 1: tiiiilent, rice M. S. Connors, resigned.
PiTTsm ROUj CixcixXATi, Cbicaoo & St. Loii.s.— Samuel
P. Bush appointed acting master mechanic of Dennison, O.
shops, vice C. B. Street, deceased.
Rome, Watertowx&Ogdexsburc— F. W. Parsons, gen-
eral freight agent, resigned.
Savaxxaii, Amekicis & Mi.xTGO.MERy.— William Argue
appointed master mechanic, mth headquarters at Amerieus,
Georgia.
Savaxxah. Florida & Westerx.— Vice President W. S.
Chisholm, deceased.
• SoiTU Atlaxtic & Ohio.— D. H. Conklin to be general
superintendent, headquarters at Bristol, Tenn. H. W.
Bates, general manager, resigned and office abolished.
Si.i TiiKiis Pacific— J. H. Thompson to be assistant
III 111 liox & R. Co.— N. Baxter, Jr., elected
111-' ' ' ' !>!' -I'i' I 1, rice W. M. Duncan, resigned. T. T.
Hillniaii, elected second vice president, rice Jackson, re-
Texxessee MioLAXi).— J. T. Garueiv general freight and
passenger a^ent. resigned. R. G. Bromiing appointed
.Viuioit & Xi.KTii Mn nh.AN.— A. Galloway,
c, resigned. John Garland, superintendent
resigned.
ntedf
LIXES.-S. H. H.
signed. W. H. Holcomb, to be assistan
with headquarters at Omaha. E. I^-
general passenger and ticket agent of
H. Bancroft to be general manager uf
vice C. F. Resseguie, resigned.
UxiTEii R. OF New Jersev.— Preside!
-Dower Ada
& Lake Erie.-
■re.s, deceased,
iispurtation, headquarter;
AJAX BEARINGS DON'T GET HOT.
AJAX METAL CO.,
Fhiladelpliia, Fenna.
Consolidated Car -Heating Co.
CHICAGO:
COMMERCIAL BANK BUILDING,
^a-XjI^-A-kt-st, kte "\7\r -sr o n ^ .
NEW YORK:
1X5 ^i-oa.cL'wa.-y.
CANADA:
Ooa.tloools.0, 3E». Q
FIRE-PROOF HEATERS AND STEAM COUPLERS.
SPECIAL APPLIANCES AND EXTRA STRONG FITTINGS OF EVERY KIND.
COMMINGLER, DRUM AND RETURN SYSTEMS
XJNIDEK,
Mcelroy, sewali westinghouse and other patents
The Sturtevant Steam Hot Blast Apparatus
. . . FOR
HEATING RAILROAD SHOPS,
DFfcYINCr I^XJIVIBEZR. ETC.
Sond for- C^ata.los'u.os.
Steel I=»ressTJix-e ^lo-^T^ors
For Cupola Furnaces and FORG£ FIRES.
Steel Plate Planing Mill, Exhatist Fans
For Removing Chips, Shavings and Saw Dust from Wood Working Machinery.
B. F. STURTEVANT,
Boston, Mass*
NKW VOKK.
rHi('A<;o.
'or nil ClnaM-n af I^ocomolirr nnd albrr Bvilrra
'Little Giant" Washer & Tester
JT* .
RUE MANUFATURING CO.
le M. NiBlhltli-ect, PHII.AD8L,PBIA, Pa.
THE E. S. GREELEY & COMPANY,
Successors to L. C. TILLOTSON & CO.,'
Jlailway and Jelegraph Supplies of Jvery pescription
No«. G & r Uey Street. I>fKVV VOKK.
MALLEABLE IRON CASTINGS
0,1,1 JAYTON MALLEABLE IRON C0.»%"«.
THE RAIL'WAY MASTER MECHANIC.
Richards' Patent Open Side Planing& Sliaping Machine.
This Machine is particularly valuable for both general and special work. As a labor
saving machine it has few equals and no superiors. It is warranted in every way in regard
to efficiency, true working, rigidity and cutting power. Made any size required-
^jj^ Catalogue mailed on application.
\ PEDRICK & AVER,
Nos. 1001 and 1003 Hamilton Street, Philadelphia, Pa.
Ramapo Wheel & Foundry Company,
MANUFACTURERS OF r— ^^^^^raSM^^IBBj^^gi^W"
Snow's Rigid Steel-Tired Wheels, ' ^ --^B^^l
With, Tirei SaTia^ Annnlar Wehs.
BOI.Tl.ESS— WITH CAST-IKON HOI ULE PLATE
OR SPOKE CENTT^K AND WEDGE-SHAPED UETAININC RING.
OFFICE jA.ND lATOIlKS. H.A.Va.A.I*0. N. Y.
SEND FOR CATALOGUE "A.'
SHAFTING, POliliEYS A]^D HANGERS.
P. PRYIBIL,I^i2^!::!^rf^f^WOOD-WORKING MACHINERY,
lYS AND HANGERS.
Twist Machine.
Tlio
CAR BUILDERS AND TRANSPORTERS OF LIVE STOCK.
General Office, 194 Washington Street, Boot.oa. Mass.
Chicago Office, 169 Jackson Street, Chicago, iii.
WE WILL LICENCE EAIJ.EOAB COUPAHIES TO BDIII) AlII! OPESATE CiSS HOTEE OUI PATENTS W LEEKAL TEEMS,
Correspondence Solicited. (JEO. D. BURTON. Treasurer. BOSTON. MASS
HEWPIEPHTEIITm
Oar propositiona cover Engine^, „„, ^„.„
Rolled Iron or St«el ShaltiDK, Adjnstable Seli-011-
Ing HaDpera. Compression Coupllnffs, " '- - .. -
Piflleye. Iron and Wood-Workioc Mac
datlon Drawings. Everything delivere
tobee<iaipped, lo"* ' ' '
We have in this i
GEORGE PLACE,
Late THE CEO. PLACE MACHINERY CO.,
120 EEOAJWiT, HEW 70EZ.
Fine Playing Cards.
oena ten ( lU) cents in stamps or coin to
.lohn Sebastian, Gen'l Tk't and Pass. Agt.
Chicago, Eock leland & Pacific Ey., for a
pack of the latest, smoothest, slickest play-
ing cards that ever gladdened the eyes and
rippled along the flnKers of the devotee to
Seven-Up, Casino, Dutch, Euchre, Whist,
or any other ancient or modern game, and
TRACK SCALE
In the World.
For PartleuUrs as to the Ertlo Jack or Tnci Siale: Addre:: :
RIEHLE BROS..
413 MARKET STREET. - PHILADELPHIi, PA.
moanoftlGiiaitiii Stales.
mounted and suitable for office or home use
and issued by the BURLINGTON ROUTE,
will be furnished responsible parties free
on appUcation to the undersigned.
PLAYING CARDS.
postage you can oljtain a
Ity playing cards by apply-
' P. S. EUSTIS,
General Passenger and Ticket Agent,
C, B. & Q. R. R., Chicago, lU.
pack of I
GAR WHEEL GRINDING MACHINERY.
n=t A n.c;xj.A.-g"s
•-a-TUrffTS.
W. p. Barclay, M.E., '^'t.^'' Chicago, III.
KENLT, General Manager, EUGENE CARRINGTON, Gen'l Superintei
STORED HEAT IN EARTHENWARE TUBES.
MORTON SAFETY HEATING COMPANY,
BEING TESTED ON THE
FOLLOWING ROADS:
CiNlDIAN RtlLROlDS,
Intercolonial.
Grand Trunk,
Canadian FaciSo.
UNITED STATES RllLROiDS.
Clicago, St. Paul, Minneap-
olis k Omaha.
Norfolk & Western.
Bichmond, Fotomao & ?red.
ericksbure.
the Shenandoah Vallev Railroad
of gradual radiation of STOKtD HEAT
Cross section of Iron pipe showing heating mar
terfal with the aperture for the passage of steam.
This system of heating Is now in success:
and on the Roanoke & Salem Railroad. The
PERFECTLT CARRIED GOT. RATIONAX. StJCCESSFUL.
f ional and successful because it gives an abundance of even and i
weather and overheating in moderate weather is avoided. Economical, because steam need
• iDly be taken from locomotive when the latter Is stationary or not working and a few mln
severajjiours' heat. Safe, because there is no danger from fire or escnplngs
of accident. This system attracted^ i
" Superintendents in New York.
EET CARS.
f railroad offices, stations.
se there is no danger
,^ , lly valuable for heath
STREET CARS. For full particulars of cost of equipping trains
NEW YORK OFFICE: MORTON SAFETY HEATING CO.,
ALDRICH COURT, 45 BROADWAY. 106 E. SARATOGA ST., BALTIMORE.
i
Fbbruabt, 1891
THE RAIL^A^AY MASTER MECHANIC.
WALTER D. CROSMAN, Manager Editorial Department
EDWIN N. LEWIS Manager Business Department.
MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
and machinery. Communications on any topics snltAble to these
Prior to January 1, 1886, this journal was known as The Rail-
way Parchaalng Apent. It will still in its newand wider field l)e
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
Subscription price, $1*00 a year. AdvertlsinK rates and details
coDCemiDK circulation Riven on application to the office by mall
or in person. Addre.ss
THE KAILWAY MASTER MECHANIC.
The Koukery, ChiCHgo, 111
New Yohk Oftice: 45 Broadway, Room 148.
Tht Official Railwaji LUt is published bj/ this company.
VOL.
CHICAGO. FEBRUARY, ISdl. [NO. 2.
in which sentiment and prejudice ai-o unavoidably
potent factors, and it is for this reason that it has not
more readily yielded a solution. The committee, how-
ever, now goes ri^'ht to the bottom of thlnjjs, and will
undoubtedly show conclusively how the much-dis-
cussed system stands, as regards dollars and cents at
all events.
A GOOD many master mechanics still adhei-e
U) the once almost universal practice of boring
and tiu'ning the center castings for four wheeled en-
gine trucks. Nobody would think nowadays of mach-
ining the center plates of tender or car trucks so why
should engine trucks enjoy an unique distinctionV If
the I'iLstingscome from the foundry reasonably smooth
and cli-iin. as they should and generally do, and are
])iit diifctly into place, no difference will be noticed
in the cui-ving qualities of the engine, nor will the
leading drivers cut their flanges imduly. By omit-
ting the machine work a perceptible saving is accoin^
plished in the cost of a truck.
The Intei'ceting ten minutes discussion at the last
nuutter mechanic's convention on the safety of pony
trucks, bids fair to be supplemented at next .lime's
cijiivontlon by a valuable report. The committee on
locomotives for heavy passenger and freight train
service has Issued its circular of inquiry (given else-
where In this issue), and in asking as to the compar-
ative merits of 10-wheelers or moguls in that service,
the pony and four-wheel truck naturally come In for
considei-ation. The bulk of the opinion, so far ex-
pressed, is to the effect that the pony truck is per-
fectly reliable when employed intelligently, and we
have no doubt but that the committee will so report.
Ten-wheelers are now* apparently the 'prime favorites
for heavy fast service, but moguls are also coming
into favor.
The Russia or planished iron boiler jacket has
come to be so intimately associated with the Ameri-
can locomotive that a change to any other covering
looks strange to our eyes. But come to consider the
matter, why shoidd we continue to use it':' It is easily
marred and costly to renew, every dent shows, and
the enamel is readily eaten away by the drippings
fi'om roundhouse roofs. Why should we not adopt the
practice of the many abroad and the few here, and use
a fairly heavy common iron neatly painted. It looks
well, does not easily dent, lasts a long while, and is In
keeping with the tender, cab. etc. It is ti'ue that the
paint is inclined to peel from the heat, but if the
boiler is efficiently lagged with a goad non-conductor,
this trouble can be reduced to a minimum. The heavy
iron is harder to apply, but by the use of thii'k iiapc'i-
templates cut to tit the boiler, this objection is not
serious.
An interesting inquiry has been set on foot by a
committee of the Master Mechanics' Association in re-
gard to the advantages and disadvantages of "pool-
ing" locomotives. As will be seen from the circular,
given elsewhere, the questions asked by the committee
aie of an unusually direct and comprehensive nature,
and if they are answered as fully as they should bo
material will be gathered for a valuable report. As
far as our observation has gone this system of ojicr-
ating locomotives has produced such varied results
that it has been extremely difficult to pronounce for
01* against it. Indeed it is difficult to procure unanimity
of opinion as to its value even among the officials of
roads where it is followed. It is one of those questions
We do not believe that the value of the i-eports of
the Master Mechanics' Association as high class tech-
nical literature is half appreciated. A moment's
glance at any one of the reports will, however, show
to any thoughtful man how really valuable their con-
tents are, afldwhy these voUimcs k1i,.uU1 1.,- h. Ilir
hands of every man in the mochauiial ■!. |.ariiii,m.
from the superintendent of motive jii.w I I tn ih. . n-
ginc wipet-. The opinions and data giwii in iIh^,- im-
ports are of a practical nature, and relate to just those
things which the ambitious mechanic is sure to want
to know about, for they are almost invai-iably things
concerning which there is either a huk nf y.iii-ral
knowledge, or concerning which thei-c ai.> ccniili.'iiii-
oplnionsand data. Fortunate are thus.- u In. |m.ss.s> a
file of the 23 annual reports which have 1 n i;,Mi.il -
doubly fortunate now, for Secretary Siuclaii- has pre-
pared and has ready for distribution a genei'al index
covering all these reports, which makes I'eadily 2icces-
sible the wide range of information contained
therein.
•lal opposition i
standard of the M
the impoi-tance o
opposition
this has uvci- be.^ii a.l.iplid a-
upon the lloor of Ih. v. m i.-n.
There are the si, n„:,,>i ,,;,.,,„. why Mr. Lauder
should be a leadei- «.■ iiii;,.l,i ,ai ilm loader— of those
who are trying to iiertoct the .M. C. B. standard coup-
ler and make it in all respects adapted to the service
required of it. His ability as a railway mechanic is
unquestioned. The raili-oad system whose rolling
stock he superintends is i)eculiarly adapted as a
field for testing all varieties of design, material and
service. It is comparatively isolated. Its cars run
together and give ample opi)oi-luulty to show what M.
which they are
and buffeting of
■ li'st chance in
1" -I fc 'I- knuckles
'■r\ li.si material
■ ■<i>l uithln rea-
solve those
For a long time there has been a growing dissatis-
faction with the status of the apprentice system of
this country. There really is no distinct American
system, or if there is, it is so obscm'ed in principle by
nvunberless varying details that it is hardly definable.
But the system, or lack of system rather, prevailing
here is unsatisfactoi'y and it is being realized that
something better is needed if we are to maintain
class of high grade mechanics. At many points
methods of training yotmg men up to be good
chanics are maintained, but in comparatively few
cases are these methods of the proper character. The
labor unions have not treated this matter in a way
calculated to' do them the most good in the end, as is
pointed out by a communication given in another
coliunn. They have been compelled, to some extent
it is true, to assume a wrong position on this matter,
by the sharp practice of unscrupulous employei's who
would* if they coidd, force a cheap apprentice to do
the work of a journeyman. The number of appren-
tices is, therefore, jealously watched by the imions.
But employers cannot long thrive on such practices;
the cheap apprentice really cannot do the work of the
competent workman and customers soon find this out.
The unions should not be so fearful of their employers
this respect, for the improper use of apprentices
must in the nature of things be shortlived. And,
further, if the development of apprentices be unduly
checked the unions will surely suffer through the in-
coming from foreign shores of undesirable fellow
workers. It would be better to open the gates to our own
youth a little wider and thus provide a fairer show
for the sons of the present workers. The value to a
n man of this latter suggestion is well shown in
another communication which appears in this issue.
In following it not only is an attractive field oiiened
up for the boys but by way of preparation for that
field the jiarent is spurred up to doing his duty to his
in the matter of the too often neglected common
school education.
assorting at the last meeting of the New Eng-
land Railroad Club that the vei'tical plane couplei-
had been "foisted" on the roatls by the mechanical
pajMjrs Mr. .T. N. Lauder departed fi'om his usual ac-
curacy and fairness of statement. The "/oisling"— if
that is the proper word to use— has been done by the
railroads themselves, acting in their organized capa-
city as the Master Car Builders' Association. After
years of investigation that association voted to adojit
■ertical plane type as standard. While the final
on submitting the question to letter ballot was
close the opposition were notably silent so far as
argument was concerned. They had almost nothing
to say. When the lines governing the design of the
new standard construction were aonoimced there was
B. couplers are In the serv
designed, untroubled by th:
link and pin drawbai's. He has th.-
the world to test what matnial is i li. 1
and whether knuckles math- ..r i li. \,-,
will liust long enough to brin^; lli.ir .■
soiialil.- limits. Would it not bo iK-ttei
IH.ihl.iiis li\ an iial exiiorioncc than to assist in croat-
iiiM an ali]i..^|.luiu in and around Boston so chill and
foibiddiut; Ui .M. C. B. drawbar knuckles that they
begin to break like frosted steel as soon as they come
within the frigid regions east of the Connecticut
river'?
Has not Nature herself indicated that southeastern
Massachusetts is to be the field of the final tests and
triumph of the hook coupler. Look at the configm-a-
tion of the country; What is Cape Cod, where the
Old Colony railroad Is supreme, but a gigantic verti-
cal plane hook coupler knuckle? Why did narture,
working through the centuries past, fashion with the
beating of Atlantic surges this Immense hook imless
It were for a sign that here the hook coupler problem
was to be solved'? Surely thei'c is Pi-ovidence In It —
or If not In It not far from it! In this monstrous
knuckle tent to meet and triumphantly hurl back the
buffetings of the sea there is an Invitation to the rail-
road which runs over it to tackle and finally solve the
problem of draw-bar knuckles! We cannot think that
Mr. Lauder will fail to discern the deep meaning of
the symbol. Surely he will put the hook coupler on
his banner and on his cars! In hoc siyno vincet!
iKATE ARE.VS.
There is no doubt that at the present time we are
passing through a transition stage In all that relates
to the burning of coal in locomotives. This change
was introduced with the adoption of the extended
front end with Its strtiight, open stack. The abolition
of cones and nettings above the exhaust nozzles al-
lowed the use of larger openings and a slowei* draught
upon the fire. The use in many cases of the Belpalro
style of l)ox above the frames, with its large grato
area, has further incioasfd
area to cylinder vi.iniiM . an.
ingly the depth of ' i , i, ,
There are several j
nomlcal and succcssinl ,is. ,,; .
these new conditions which ai
considered. The first of the
ir pioiwrtionjof grato
I . I. :used correspond-
an-ied.
i iii the most oco-
liiiiai y soft coals under
often not sufficiently
3 is the depth of fire
that can be carried. Comparatively recent writei-s
have commented upon the relative depth of fii-e that
should he carried for hard and soft coal. It was form-
ei'ly generally conceded that hard coal was test fired
when fi'oni (> to l.'i inches in dejith, while a soft fire
should te carried at a dejith of from l.'> to 24 Inches.
This lelalion might te, and ])robably was, proper in
the days of shar]) exhausts, but with the softer blast
now «i.sed it would te impossible to got a sufficient
amount of all- through the fire, and a thinner fire is
c(msequcntly necessary. It is also a question whether
we have got as far in the direction of a soft exhaust as
we shall soon. Experiments with the compound en-
gines already built seem to show that a tetter average
performance as regards evapoi'ation can te got with
the slower blast which comes from the low pressure
cylinders than with the sharper blast of the ordinary
engine.
Another feature, to which more attention should te
paid, is the area of air passages through the grates.
The fact is too often lost sight of that the grate is
merely a vehicle for carrying the fuel, and not the
THE RAIL^^TAY MASTER MECHAKIC.
'ebkuaky, 1891
essential feature in the actual combustion. The ob-
ject should be to have as little of it as can be done
without letting the fire drop through, which latter
condition has the double disadvantage of making
large openings for bodies of cold air to pass through,
and by filling up the ash jian allowing the grates to
burn out. Smaller and more numerous openings be-
tween the fingers of the grates would obviate this
difBculty, By having as free an air current as possi-
ble, with the openings approaching the neighborhood
of 50 per cent, of the total grate area, we can work
with the slowest possible .di'aught and a light fire
In fact, a light fire must accompany a slow draught to
make any air pass through the coals. Another ad-
vantage fi-om the slow draught is. that with it the
temperature immediately above the grates will not be
as high, and there will be less danger of the forma-
tion of clinkers, which are so troublesome in sticking
the grates. This lower temperature at the gi'ates
will make no ditTerence in the temperature of the
burning gases driven from the top of the coal. An-
other advantage from the slow draught is, that the
products of combustion passing through the tubes
will give up a greater portion of their heat, and a
higher evaporation per pound of coal will be reached.
The ratio of grate surface to cylinder volume is
one that will be larger under these new conditions.
We have seen in the past, upon one road, and in en-
gines of different classes built at the same time, grate
areas varying from ii to 'i ft, to the cubic foot of
cylinder capacity. The larger figure will be nearer
that required in the future.
One direction in which we may have improvement
in working our engines, is in the character of coal
used. Soft coal crushed into pieces of uniform size,
well screened, gives much better results upon a fire
than when broken by the fireman. It is of the right
size to burn well, is free from either dust, large lumps
or impurities, and, while allowing a thin fire, the air
is divided into minute streams while passing through
the burning fuel so that the highest result is obtained.
This crushing can be done at a small expense, and
there is a good market for the increased proportion of
slack or nut coal caused by such treatment.
and evening hours, when evei-yone is in a rush to get
home, and the Chicago steam railroads will do their
proper share. The estimates made thus far indicate
the ma-ximum requirements of all methods of trans-
portation to be equal to the movement of 160,000 per-
sons per hour, divided as follows:
Eluvated road 20,000
Street care and steamboats un the lake 40,000
Illinois Central 40,000
Otlier steam Burfacc railways 60,000
The necessary equipment for the movement of 60,-
000 passengers per hour over the eight miles from
Jackson Park to the center of the city may be esti-
mated as follows: The trip one way, direct, without
stops, should be made in 20 minutes, or ]A round trip
per hour, A special coach, illustrated in this num-
ber, which has been proposed for this ser\lce, has a
seating capacity of 72, and as we are considering the
ma.\imum conditions, the total capacity may be in-
creased to 80 by allowing lor eight standing passen-
gers, which number is not at all unusual at such
times. Thus we have 80x1^=120 passengers handled
by one car per hour. It would accordingly take
60,000
120
Probably the greatest failure connected with the
Paris exposition of 1889 was the inadequate provision
for passenger transportation to and from the Champs
de Mars. The principal means supplied were the
street-cars, cabs and omnibuses. There were in ad-
dition to this about one hundred small passenger
boats on the river Seine, and the belt line (a steam
railway connecting the railway stations on lines en-
tering the city from all directions) which ran trains
at intervals of 1.5 to 20 minutes. The total capacity
of all these amounted to 170,000 passengers daily,
while the greatest attendance in one day was 387,000,
leaving over 200,000 people to walk to their homes
after a day of tiresome work in the exposition. The
large systems of steam roads entering Paris did not
attempt to supply any special facilities for local pas-
senger traffic in coimection with the exposition
grounds, and they made little addition to the regular
equipment whiah was all severely taxed with business
on the mam lines.
At the Centennial exposition in 1876 the steam lines
handled a large portion of the passenger business, not
only local, but through, by establishing stations near
the exhibition grounds. On the day when the largest
crowd assembled the Pennsylvania Railroad ran to the
fair grounds 2.50 trains made up of over 2|IXK) cars and
carried .58,000 passengers. On another day of local
excursions run by the Reading road that road handled
620 trains, over 2,800 cars and carried 145,000 passen-
gers. Most of the visitors to the exposition went by
these two steam lines.
Thus we have the two extreme conditions — of Paris
in 1889, where none of the regular railway lines en-
tered the exposition grounds, and at Philadelphia in
1876, where the bulk of the passenger business was
handled by the steam railroads mentioned.
At Chicago in 1893 we expect to see ample provi-
sion for handling the crowds during the late afternoon
= 500 cars to handle 60,000 passengers per horn-.
There are at least 10 railway lines entering Chicago
which would contribute to this equipment. Each of
these lines will, in its preparation lor the additional
though business of the fair year, add to its equipment
at least 25 coaches. Some of the larger lines will add
more than 50 coaches, but the average may be taken
as 25. These cars, besides many of the old ones now
in use, can be pressed into service during the busy
portion of the day.
The cars coming in on through morning trains can,
with slight preparation, be made ready for the busy
morning hours, aiid properly cleaned in the afternoon
for the regular night service on the main line. In
the same way the cars coming in on the through noon
and afternoon trains will be available for the local
evening service, for they are not required for their
regular run until the next day.
We estimate that 30 old cars from 10 roads, or 300
coaches, will thus be available, and, accordingly, 500
— 300=200 new cars should only be counted as neces-
sary for the local service. The car we illustrate can
be built for $2,500, and thus the cost of extra local car
equipment would be only .$500,000.
If we consider each train as made up of 10 cars, then
500
= 50 locomotiv
would be reqtjired. We can
safely count upon each of the 10 railroads to furnish
three locomotives from present equipment for the
local service, making 30 in all, and leaving only 20
new or extra engines necessary. These engines of
the suburban type should be bought for $9,000, mak-
ing the total cost for locomotives $180,000, to which
add $500,000 for coaches, and we have a total of $680,-
000 as the cost of extra equipment necessary for local
passenger service.
As our figm-es are low throughout, it may be safely
said that a liberal provision for this equipment should
not exceed one million dollars.
NOTES OF THE MONTH.
In our last issue we gave some account of the foun-
dry of the Canadian Pacific Railway at Montreal, giv-
ing an illustration of the floor plan of the same. In
connection with our description we alluded to the ex-
treme care taken with the wol'k done on the wheel
floor. We append a diagram reduced from the blue
print which is used in keeping the record of the work
of these wheel floors. It will be seen that the dia-
grams correspond to the arrangement of the flasks,
and each floor is designated by a different series of
circles. On this form the circles represent wheel
flasks. The serial number on the wheel and the num-
ber of seconds to fill the flask are each recorded in the
circles for each wheel cast every day. In addition
thereto remarks are inserted regarding any peculiari-
ties which may occur in the behavior of the wheel
while being cast. Blanks are left on the form for fill-
ing in, shomng particulars as to whether the wheels
are pitted, or are good or bad. and the time in which
they were poured. The form is as follows:
CANADIAN PACIFIC RAILW.W, CAR DEPARTMENT,
MONTREAL, WHEELS CAST.
re. TI»E TO POUg
-'"'"5^
mber of Days ia Pits—
P.«=d
Fitted { S«d
Bad
Foired
Ktted
Qwt
BU
No.l floor
No 3 floor .
Totals
At the car shops of the Canadian Pacific Railway at
Montreal the wheels are brought up to the lathes in
a very economical manner. They are rolled in from
the yard on a track, which, as it enters the shop, rises
gradually to a platform about 3 ft. high. Reaching
the center of this platform the axle rests over
a trolley bearing a column with a swivel
top, the wheels being raised from the rails
by their flanges riding up on small wooden in-
clines, A few turns of the threaded column
raises the swivel top up and lifts the wheels clear
from the track. The wheels ai>e then swung round
on the pivoted head, and the trolley, bearing the
wheels, is rolled on its small track to the right or left
to the lathe.
At the Toronto shops of the Canadian Pacific rail-
road, a great deal of time is saved in the handling of
wheels after they have been turned by means of a
steam driven drum which is operated by a belt from
the overhead shafting. The drum carries a wire rope,
which is attached to a block and tackle. A simple
movement of a lever throws the drum into gear, and
the wheels are quickly raised to the cars and loaded,
thus saving a great deal of laborious work and much
time.
E.xtensive tests nf .•.im]ii>unil locomotives on the
Prussian State Kailua.v>- slmw I lial. in spite of certain
defects which still ixisi hi llimi, they surpass the
ordinary locomotive in the fullowing respects: In
the greater amount of work performed; in economy
of fuel: in throwing out fewer sparks. The experi-
ments have also shown that the compound locomotive
runs quite as smoothly as the ordinary locomotive,
and that therefore thei-e need be no great anxiety
with regard to the cases of small differences in the
work done in the two cylindertf of different dimen-
sions.
wiper the suprcnn' ^■"
wiper in a roundln i
quired to perform -
manded of him, an.
within the scope of hi
iiing the scope of duty of a
■ •' 1..,,;, liL-ld as follows: A
in (if all work, is re-
'iiitics as may be de-
ax 1 III I iicre be said to be
upluyiiicnt to couple cars in
connection with roundhouse work. It is the duty of
the company to warn all inexperienced employes as to
the danger connected with the various parts of their
employment and instruct them as to the method of
avoiding the danger.
Fkbriarv, 1»'.i
THE RAIL.V/AY MASTER MECHANIC.
A movement is on foot for the lioldinf of a eelebi-a-
tion of the beginning of tlie second centui-y of the
American patent system. It is proposed to have the
celebration in Washington, in .\pril. 18M1. The pro-
niotei-s of the undertaking truly say that the comple-
tion of the first century of the .American patent system
marks so import«int an epoch in the history of the
nation that it is eminently proper that the beginning
of the second shall not pass unnoticed. It is further
])ro|)osed that the long-standing proposition for the
formation of a national association of inventors shall
be actively taken up at that time, and an effort be
raatle then to foritf such an association in which men
interested in patents and patenting may organize for
mutual benefit. Strong committees have been
appointed to take the imdertaking in charge, and on
these committees we notice some of the best names in
the country. Mr. .1. Elfreth Watkins is the secretary
of this movement, and his address is at the. U. S.
Museum. Washington, D. C.
The manner in which cylinders are bushed on the
Fall Brook Coal Company's line may be of interest to
oui- readers. The bushing is lurtied 0'006 in. larger
than the bore of the cylinder. A light fire is built
inside the cyl'nder and another outside, so that the
expansion may be gradual. The bushing is covered
with white lead and shoved in by hand. The thick-
ness of thebu-shing varies fi'om i in., as shown in the
cut, to 1 in. according tonhe thickness of the cylinder
the January meeting of the .Southwestern Kaihva;
Club by Mr. A. G. Steinbrenner, master car builde
of the American Refrigerator Transit Company:
The American Refrigerator Transit Comimny"
equipment of l,aw cars is divided into o-'iO swi'ni
motion and IwO rigid. This equipment reaches ever;
walls. Mr. Wm. A. Fost.r. .-upiiiiilcndent of motive
power of the Fall Brook lines tells us that he has
bushed some cylinders with success whose walls were
only 5-l() in. thick after being bored. It appeai-s to
make little difference, he says, how thin the walls ai-e,
provided the ends ai-e all right. When the walls are
very thin he runs the Ixilts through from head to head,
when it is possible to do so.
Mr. Jtunes Denver, master car builder of the New-
York, New Haven & Hartford Railroad, believes m
and maintains a very close supervision of the rolling
stock of his road. He receives daily reports from the
car insjK'ctors at the various ixjints on the line, in
which every car with a defect is noted and the nature
of these defects is given. Close watch of the oiling
of the cars is also maintained, and he has a system of
oil marks which has proved very satbfactory in ser-
vice. A blue print form of instructions is given to
car inspectors at the various points as follows:
Spriiigflelil.
.Mi.ldlet..wii
New York.
Harlem River.
Stamfoi-d.
Bridgeport.
Watcrbm-y.
New Haven Station. H Savbrook Point. A
New Haven Shops. P New London. I.,
Northampton Shops. C I
Note. — When a car is oiled at any of the above stations
the initial opposite the name of the' station, together with
the month, the day of the month and year must be marked
OTth chalk on the air brake cylinder, as shoivn l>elow.
Example, a car oiled in New York, January 10, 1!<S9, would
be marked thus: X., 1-10, -89.
This system of noting place and date of oiling, to.
gether with the daily reports, affords a very quick
and sure means of locating responsibility for delay or
accident due to neglect of oiling.
The following Interesting figui-es on the relative
costof rigid and swing truck repairs were given at
111 1 1' ' ' ■'■ ■ ,i.-. - 111 inii-k. now
naih-i'. Till- I' - ' ■ .i-i'.rl:il 'rmii i.iil- n-coi'ds,
markable fact that in the repairs to trucks of the
American Refrigerator Transit Company's equipment
for a period extending over five years. H(j per cent, has
been applied to the cars of the' company which are
equipped with swing motion trucks.
These figures are quite significant, but it is but justice
to say that we understand that they are biised on the
work of a form of swing truck that, while considered
good several years ago, is inadequate to meet the re-
quirements of present high sjieeds and heavy lomls.
A very interesting means of moving passengers and
freight, called the Multiple Dispatch Railway, is now
on exhibition in the form of a model in the Rookery
Building, Chicago, It may be called in a word an
endless moving sidewalk. This sidewalk is built in
suitable sections, closely coupled, and runs upon
wheels of the ordinary type, A second walk I'linning
along the center of the first one, and also niiulo in sec-
tions, close coupled, has on its lower surface Hat rails,
and these ride upon the periphery of the wheels which
bear the first walk. It will at once be seen that the
central work moves at a speed just twice as great as
the first walk. It is the purpose to run this first walk
at. say three miles an hour, and naturally the central
walk, which bears enclosures corresponding to cars,
will run at just twice the speed, or six miles an hour.
It is a very simple and safe matter to step from the
stationary platform upon the first walk moving at
three miles an hour, and an equally easy matter to
step from thence to the second walk, where the differ-
ence of speed is likewise only three miles an hour. It
will be seen from our engraving that the axle of the
wheels projects somewhat beyond the wheels, and
that upwards from the ends of the axles rises a sup-
port, which carries the main walk. The rails placed
on the bottom of the central walk are arranged to be
flexible laterally and vertically, and with this con-
struction any ordinary grades and curves may be
In an action to recover damages from a railroad
company for jiroperty destroyed by fire, where it
appeai-s that cinders as large as hickory nuts were
thrown from the smoke-stack cf the engine, and that
spark arresters which would permit such cinders to
escape could not Ixs in proper working order, the
suijreme court of Iowa recently held that it is correct
to apply the rule of law that if those in charge of the
engine knew of the defect and did not repair it the
company was guilty of negligence.
An interesting and very simple method of demag-
netizing watches, the invention of P. D, Richards, of
West Medford, Mass,, is illustrated in the Electrical
Review, from which paper we reproduce our engrav-
ing. .Vs w ill lx> -.cen, above a comjiound horse shoe
magnet is suspended a card board >.eale i)an holding
the watch. The thread supporting the pan is twisted,
and as the watch is slowly removed from the magnetic
field by raising it, the thread is allowed to untwist
itself. This very simple method is said to be very
effective.
An
the supre
of
TIm' .■- i: li-vil as tol-
pauy permits a caboose
readily encountered. The molive jiower for this sys-
tem is to be supplied by electric motors, ]>laced be-
neath the .sections at such intervals as may be neces-
sary. This system has been very thoroughly worked
out by its inventors. M. E. Schmidt and J, L, Silsbee,
of Chicago. It is perfectly practical, all its mechani-
cal details ha\-ing been given careful thought,and per-
fected to an extent which leaves but little room for
criticism. It is projiosed to run such a system as this
on an elevated roadway and employ it in general
street railway service. It is thought that this system
will be given an opiwrtunity to demonstrate its work
at the World's Fair, where it should prove esiK'cially
adaptable in moving large numbers of ijersons arotmd
the groimds from building to building.
a crooked lin,, >i .■■
lows: "Wheic a rail
which is out of re])air to continue in service, it is lia-
ble for all damages sustained by employes who are in-
jured bysu.-li .■..■'. ,1, ,.,;■;,,, ,, ,|,,:,.. ,if Uiem, Where
acarisusiii , , .,. _ !■ than the draw-
head of tin . ' .1 i:i-.l link is neca.
sary to make a < i.i;|.:in-. .ui iiie..in.! leuced brakeman,
who has not been instructed as to the necessity for a
crooked link, and who in response to an order given
in haste to make a quick coupling, attempts to make
with a straight link and is thereby injured, may re-
cover from the company for its negligence in failing
to have him properly instructed, "
The Midland Railway Company, of England, has
built a most notable variety of cai-s to meet the re-
quirements of its patrons. Of these we note the fol-
lowing: Wagons for carrying long armor plates,
boilers, implements, agricultural engines, agricul-
tural machinery, omnibuses, tramcars, tramcar
eiiLTines. L'irders, glass. These 10 types differ from
I Ml li iitliei in design, and are in addition to the com-
liaii ■- iinlinary tyi)es built for goods, coke and
ei.al. Ill- timber, bar iron, cattle, sheep and fish, etc.
The company supplies these varied types of cars to
please its patrons and to avoid claims for damage in
transit.
A corresixfndent of the Scientific American has
found in the Bible what we consider a pretty good
prophetic description of a train of cars. He finds it
in the fourth verse of the second chapter of Nahum.
The verse reads as follows: "The chariots shall rage
in the streets, they shall jostle one against another in
the broad ways: they shall seem like torches, they
shall run like the lightnings."
In concluding an elaborate inquiry into the laws
governing heat transmission in boilei-s, .John G, Hud-
son, an English engineer, advances the following
))ro])osition8 concerning these laws:
THE RAILWAY MASTER MECHANIC.
Feukuary, 1891
A% regards surface exposed to the fire.
1. That the transfer of heat takes place principally by
radiation from the fuel and flame, that by convection being
in most cases comparatively unimportant.
2. That a large extent of fire-box surface in proportion to
fuel burnt, results in the absorption of a large proportion of
the heat developed, but in a small absorption per unit of
surface, and vice versa.
3. That excessive air supply, by reducing the temperature
of combustion, reduces the absorption.
As regards surface exposed only to the gases.
4. That they transfer their heat almost whoUy by convec-
tion, the activitv of which bears some proportion to the
speed vrith which thev traverse the absorbing surface : a
transmission per degree directly proportioned to the square
rootof the speed being foundto agree closely with actual
5. That the transmission per degree of difference is neater
at high than at low temperatures; a rate proportional to the
mean between the absolute temperatures of the gases and
the water being found to agree closelv with actual results.
As regards all t
t). That so long
ebullition, is in toi
the metal comp*.tsii
— the temperature
i>ii. >iil.- of the surface, and
,.|. i^ ,,,;i,}_j. e., not laminated
<■ hnit, r side of the surface —
uses -cau onlv exceed that of
■idiug in relation to the whole
of intelligence from which the mechani^-s :ire drawn is
much higher than in America. There are many railways
in America that have a system of technical education for
the young men and lads employed in their shops wbiL-h is
very successful and commendable, but there are many more
railways that have no system whatever for the betterment
of theii- employes. There is only one answer as to which is
the most successful class of railways, or as to which has
the least trouble with labor combinations.
J. D. MclLWAlX.
COMMUNICATIONS
Apprentice Schools as a Help to Kailway Service.
LosDON, OxT., January 17, 1891.
To the Editor of The Railway Master Mechanic :
In the January Railway Mastek Mechanic you call the
attention of American railways (which I presume includes
Canadian as well) to the practice of Gei*man railways in
r apprentice schools, and their plan of competi-
An outsider, especially a European,
might infer from the tone of your article that the American
railways are devoid of any systematic plan of advancement
for shop apprentices. The foUo\ving is a plan which was
established in the car works over which I have the honor to
be superintendent for the past nine years.
When there is a vacancy in the list of apprentices, a notice
is placed on the bulletin board stating that "An apprentice
is wanted in (naming the department), son of an em-
ploye preferred. Applicants for the position will report for
examination on date." Of course we are uever short
of applicants. At the appointed time the lads ai-e taken
into the office one at a time and examined as to their pro-
ficiency and the schooling they have received best suited
for the particular trade or department they are wanted for.
The lad standing the best examination (everything else be-
ing equal, i. e., character, health, etc.), is chosen. He is
expected to attend night school and take up mathematics,
physics, mechanical drawing, and such studies as will be of
assistance to him in the particular trade he has chosen.
The result of this plan is a much better class of employes,
from the apprentice lads up to the journeymen. Their
capacity to intelligently grasp all the. mechanical problems
practically that come up from day to day, is vei-y much in-
creased over that of the average apprentice.
It is a very good plan for a young man, after he has
served his term of apprenticeship (say three or four years),
to take a course in a technical school, then If there is any
thing in him, he will be pretty well equipped for making
his way to the top of the ladder. It goes without saying
that to day the educated mechanic has every advantage
over his fellows. He comes first when a promotion is made.
In order, therefore, to raise the standard of the mechanics
Of the future, it is necessary that the apprentices start
right. If the plan outlined, or something similar, wei-e
established in every railway shop, a much better class of
young men. both in skill and character, would be the first
result, next— the product from such mechanics would be
better, and their work would be more honestly done
Furthermore, the "gang bosses," foremen a ad superintend-
ents would be more intelligent and better fitted for their
various duties, because the mechanics they would be drawn
from would be superior on account of their better training
and education.
When the competitive examination was first started
here, there was considerable unfavorable comment made
among the shop men who had boys that did not "get
there." They were kindly told that if some of them at
least would take their boys off the streets and have them
attend school, no doubt their chances for preferment would
be much better. This little advice was heeded, for now
when a lad is wanted he does not come off the streets, but
from the schools, and he is preHy well up too! For in-
stance, the last lad taken on had just graduated from the
high school with honor.
A weakness in the American system of education is its
not being compulsory. In Germany and other European
I is compulsory, therefore the grade
The American Apprentice System.
El Paso, Tex.. January 1, 181H.
To the Editor of Uu- RaUway Master Mechanic.
As near as I can find out and understand there is a radical
wrong in oui- American system of apprenticeship, or some
of the influences that are allowed to have a bearing upon it.
Labor unions of this coimtry, and we find them in all cities,
have demanded that the number of apprentices ^)e kept at
the lowest possible limit, to protect themselves, as they
claim. Not being satisfied with this they wanted the lads
that were anxious to learn a trade to serve a five years'
term of apprenticeship. This has had the effect of greatly
reducing the number of bright and intelligent young men
who are willing to serve an apprenticeship in a shop. The
different labor unions ai'e feeling the effect of this policy,
and seu the results on every hand. The policy has had the
elTt-rt of exL-ludiug young lads from the city work shops,
and they have found employment in country towns in con-
I sequence, where the shop owners and master mechanics
have no trade unions to contend with. This driving of
' 5 oung men out of city shops leaves the dooi*s open for the
free entrance for foreign skilled labor and this labor has
not been slow to avail itself of the chances thus opened to
it. We can find to-day, shops in our larger cities where the
American mechanic is hardly seen, and the different labor
unions thus see high wages paid to foreign labor that
would have been paid to Americans if the trade unions had
not interfered with the lads and the shop owners in the
matter of apprentices. The desire of the trade unions to
meddle and regulate and dictate became so oppressive that
the employers were forced to foi-m associations for mutual
protection, and it is to be hoped that these associations may
abolish some of the ii'on clad rules laid down by men who
have not a dollar to invest in anything except the clothes
they carry on their backs.
The five years' apprenticeship when an indenture is
signed by an apprentice is but a notch above slavery. The
master mechanic gives but little personal attention to his
apprentice. He delegates to his shop foreman the duty of
seeing that the lad is kept at work, and if it is a large rail-
road shop the foreman turns him over to a gang boss. If it
is a small shop he is under the eye of the foreman all the
time, and is consequently required to do work that in a
large shop is not considered to be properly apprentice's
work. Still even here it is possible to become a good
mechanic if the foreman has not forgotten his own strug-
gles in early life. If he happens to be one of the slip-shod
turn, the apprentice is left to pick up his trade by observa-
tion, and by such advice as is bestowed on him by chance
now and then. While this may apply more to the trades
outside of locomotive engineering, we find that the young
man who is desirous to become an engineer is hampered
more or less. The Brotherhood of Engineers is opposed to
his promotion on the ground that the company is promoting
more men than is required for the engines, but the true
reason is generally found to be that it is afraid that some
incompetent orotherhood engineer will be discharged or
suspended, and some young runner given a chance in his
place.
It is hard to understand how anyone in the wonderful
march of intelligence of this nineteenth century can be
deliberately standing still, or if moving, moving simply
because he is carried along by others. Yet we can find
thousands of such who with no desire to improve them-
selves, or see others improve, wiU tell you that if wages
were $5.00 per day, and five hours was a day's work, there
would be work for twice as many men as there is now.
These theories may be all right, but I think that they are
all wrong, and the different labor unions had better con-
sider well before they go too far. It is my honest opinion
that there is going to be a change before long, and that it
will rest with the labor unions whether this change ^vill
result for or against them.
It is to be hoped that the rade schools that are starting
at different places may prove successful. The trade unions
might very wisely aid in establishing them. The policy of
excluding the boys from the trades cannot be maintained
much longer. There is no mistaking the signs of the times.
It will be the dawning of a bright day for America when
our trades are controlled by Americans, oui* shops filled
with Americans, and the wages now paid to foreign
mechanics are paid to skilled Americans. Speed the day is
the earnest wish of Frank Phelps.
The Evolution of M. C B. Couple
Int
Editor of the Railway Master Mechanic:
articles concerning the coupler question it
le of the most valuable featm-es concerning
seems that
interchange and si
should now be bri
contours: and tin
Ltc fro
pivot points in perfect interchange with each other under
the conditions to which they may be subjected in genei-al
yard and train sei-vice, may be of interest. To fully under-
stand the conditions of service and interchange attainable
in the adoption of contour lines, the reader will fii-st observe
that the relation of M. C. B. couplei-s one with the other
cannot exist under a distinct contoui- \rithout certain pi-o-
visions and modifications of the heel of the knuckles, and
with these pi-ovisions made others are required on the part
of the guard arms, and we then have determined the ex-
treme pivot points which can be used in the designing and
construction of M. C. B. couplers where perfect interchange
is desired and the differences of pivot points ai'e pennitted
to exist.
with the knuckle pivoted at the extreme
center, the location of which is the same as in the "Janney"
coupler. The dotted lines represent the knuckle in an open
position, and the adjacent coupler appears in the act of af-
fecting a connection, coming in contact with the fore-arm, e,
of the open knuckle, causing it to rotate into a coupled posi-
tion without interference in any respect with the guard arm,
Q, by the heel, h, of the knuckle, which, as it will be seen,
remains within the bar lugs when open. The points a, a^
a^ are centers to the opposite extreme of the forward cen-
ter, and Fig. 3 represents the knuckle pivoted at a; its heel
is the same as that in Fig. 1, but its fore-ai-m, c, stands at an
angle to the parallel line x of the bar. In the selection of
the center, a, as the beginning of the rear extreme loca-
tions serving as pivot points, it vnU be observed that the
heel, h, assumes its position outside and to the right of the
bar lugs, and that the guard arm is properly designed to
admit of the knuckle entering the adjacent coupler with the
knuckle closed just far enough before allo\\-ing it to i-otate
! J,.
to effect the connection. If the tore-arm, c, was allowed to
strike the face of the adjacent knuckle any earlier, the re-
sult would be that the knuckle would rotate too soon, which
would cause the nose of the jaw to strike the nose of the
FKHKirAEY, 1S91
THE RAILVVTAY MASTER MECHANIC
31
opix)site jaw and at the same time iwnnit the heel, h, to
strike the guard arm, G, and form a dead lock, insWad of
affecting the comiection ; hence the heel, h, thus formed,
will admit of the couplers performiug their work when the
knuckle ami conforms to the construction shown, and not
. h^g.
• diagram shows the knuckle pivoted
without the clearance rcfeiTed to, which naturally compels
the one jaw to rotate about the nose of the adjacent coupler
scinbed in the paper r.acl in Mi 1< i. liimies befo
Western Railroad C'luii, l> -'m, in whi
candidly tells the trutli i MiottheM
OTUplei-s and lines, li ^^ ,. i.i -, . ■! ■ ,,■ mv intelliee)
Fig. 3.
points located at a, rta and a', or any such location that may
be seloct4?d on or within the triangle lines described from the
centers, n, a= and n". This mil couple on much sharper
curves than the heel shown in Figs. 1 and 2 when the piv
points are located at any other location than a of the ti
angle. Therefore, a constitutes the di\iding pivot poii
where we are obliged to change the form of the heel,
fiimi that of Figs. 1 and 2 to that of Fig. 3.
In Fig. 4 we have the knuckle pivoted at a", which rcpi-
sents the **Dowling" type of couplers, the knuckle arm be-
ing the same in form and angle as those sho'wn in Figs. 2
and 3.
In the four diagrams we have established a perfect sys-
tem of interchange OTth a contour capable of at least 50 per
cent, more service and with not less thaa 7,5 per cent, added
for safety thi-ough the medium of a properly foi-med inner
face of the jaw, and form of the back of the knuckle and
that of the guard arm ; these will conform with each other
under the several conditions in which they must operate,
that is, in side shifts, curve work, and at the stage of con-
demnation of worn out knuckles. The valuable features
in the contour consist in giving the inner faces of the jaws
mor« of a hook form, described from a smaller outer circle
with a reverse circle of larger diameter, whereby a clear-
ance of .S-l(> of an inc-h is attained between the end of the jaw
nose and the inner side of the bar at e* ( see Figs. 4 and t\) .
This allows the jaw faces to operate upon general curve
work and the side shifting caused by the motion of the cars
under velocity, without forcing the couplers out of their
ter car builder or master mechanic would be doing the
question, as well as the company he may represent, an un-
pardonable injustice by endorsing the M. C. B. lines for the
service or interchange as established April 8, 18S8. The
circular accompanying the official contour Unes contains
the following wise paragraph :
"* * * Janney type of coupler, selection being made by
appointed for that purpose, and that all other
Fig. 5 represents the new contour named "1891," in
which one of the inner jaw faces is formed with the con-
cave portion of the jaw intersecting a tangent. Where the
pivot point is far enough back to admit of it, a greater
clearance at d is attained, which fonns a combined rotary
tread face jaw, which will give a gi-eater per cent, of service
than the opiwsitc face \vith the full instep. However, the
full instep with the clearance between the nose and bar will
give a service far superior to the close nose M. C. B. con-
tour.
Fig. 6 represents two "1,S91" contour couplers c»uplod
together on a straight line, and e' c' shows the clearance at
the two nosesto prevent their being thrown out of position
foi-ms of couplers that will couple to and with this coupler,
under all conditions of service, are to be considered as with-
in the Janney type and conforming to the standard of this
hence
The above was carried by letter ballot. Since then a
umber of couplers have been placed in the market by par-
ies having the pivot points too far back to perform the act
f coupling under all conditions of service, yet they are ad-
idea that every coupler
mitted for service
be made to conform vrilh the M. C
leading and will not mend the trouble without provisions
adapted to suit the exigencies of the cAse.
Perfection is the art which glides along mth the least
opposition. Then it would be wise to look for perfection
first, last and all the time to begin with, especially so in
le solution of the line question in securing interchange,
ithout sacrificing valuable features already attained.
natural position as is the
where coupler
Tn. c, :b.
ing the couple
slack and a side shift c
serve also the bearing of the guard :
the knuckle. Then refer to Fig. 8 of Mr. Barnes' pai>er
and note the bearings at B. See also Fig. 6 in the same
paper for worn out jaw faces and compare with Fig. S, of
J^g. iishoxv, ,r, M I I. ,,,„|,|,.,- and an "1891" coupled
together on .1 -' r, h.wingthe guard arm that
is ton short, ,1: t be formed with a reverse
curve, whcr.hi v.,;, itt ,. i„ :,,-i,]g surface is attained for
the back of the knuckl,-s.
Figs. 10 and 11 are similar views, but are coupled upon
curvftin reverse directions, showing that the "1891" coup-
lers perform their work under all circumstitnces with the
M. C. B. couplers, and are far superior to anything
yet attained in the question of c
1K.C.3.
The conn
s of the two associations are free to do
ith these lines from the fai-t that the lines
arc not. and will not lie, patented, but have been de^-isod
for free and public use by all coupler companies manu-
factui-ing the M. C. B. type.
In summing up the subject as a whole, let us first have
pei-fection in the question of lines, and second, provisions
for interchange with increased service when it is free and
at hand. The pulling out of the front faces of the jaws I
may add can be prevented by reducing the opening for the
link pin to that of U^" in., admitting the use of a 1 .3-l('» in.
steel pin which will pull more than a jaw face with a % in.
thickness of metal in the front side, and thereby save the
knuckles and make the pin, which costs much less, the
weaker of the two. A. W. Vas Dokstox, M. E.
Bonaway LocomotiTes, and Throttle Latchei.
'o the Editor .if the Hallway Master Mccluinic-:
In the .Tanuarj* number of the National Car and Locorao-
ive Builder, under the head of "Narrow H^eape on Ble-
ated Railroads," I find the following: "On another day
.11 engine blew out a cylinder head, and the train was
topped while the engineer engaged in disconnecting the
side rod. While this was going on another train ran into
end of the delayed train, and struck such a heavy blow
that the throttle of the engine was jerked wide open, and. the,
engineer and fireman being off, the engine ran away with
If reliance can be placed in newspaper accounts, cases in
hich locomotives start of themselves, or "run away," are
33
THE RAIL^VAY MASTER MECHANIC.
Febkuaet, 1891
Now, excepting of course the case of an engine standing
on a grade without the brakes being applied or the wheels
blocked, accidents of this nature result from one of two
causes; either the throttle is accidentally opened by the
locomotive being run into, as in the case noted above ; or
else there is a collapse of the throttle or dry pipes.
As regards the latt«r accident but little need be said here,
for if the thl-ottle and dry pipes are properly designed and
constructed it >vill very i-arely occur; but a few words
about throttle latches, and the precautions which engine
men should take to prevent an engine from starting of it^
self, may perhaps be of interest.
It is of great importance that the buildei-s of locomotives
should provide means whereby the position of the throttle
lever can be conveniently adjusted by the runner, and fur-
thermore, that it be securely held in whatever position it is
This is usually accomplished by means of a dentate sector
Into which a laU-h attached to the throttle lever engages.
In many cases this latch engages with a notched wheel,
gearing into the sector, and revolving on a pin attached to
the lever.
Somntimes, instori'l nf the latch and dentate sector, a
slniir.i . r.rv..l li.ir '.vitli a bimlingor set screw working in
th'- ^1"! i~ u>' 4 iiur Th.s arrangement cannot be com-
ni.ii.l.'.l Tlii ~,if.>' .iii'l l"^t throttle latch that I know of
Mr. R. D. Wade
r. A slight tui-n in the cl
large screw ; the position i
and a turn of the handle i
being accidentally opened a
r in such a position that when
I the end of the internal
IT hv a spiral spring; thu
msof the handle ar. ;•■
the collar deal- of the notch and pemi
opened. With such an arrangement th'
of the throttle is practically imp- "-'
Before 1 ' '
is practically impossible
used, ther.- " I.: I" ''•■■■ -;!-!i' 'M .J''i-"f.i I'm.-m ay.
When a rurker IS used in r,.inuvtuiii wilk a tiU-|jheusull
link motion, if the eccentric rods are crossed when the
crank is on the forward center, the lead will decrease from
the full to the mid gear of the link, where the valve may be
without lead.
As the mid gear port
the valve, it will '
jening equals the lead opening of
that with such a motion it is possi-
ble to stop a locomotive by placing the links in mid gear,
even though the throttle valve be ^vide open.
Very truly, Edw. L. Costeh.
The demand for cheaper passenger cars for local
service during the World's Fair will lead to numerous
modifications of the ordinary coach, and we present a
design which has been proposed for such service in
which the items of weight and cost have been consid-
erably reduced, while the seating capacity is increased
fully 20 per cent. As the trip from the grounds to the
central stations in the city will occupy only 15 or 20
minutes during the warm summer months, the use of
stoves and saloons will not be necessary, and by leav-
ing them out floor space is made available for 6 or 8
additional seats.
The open street car is becoming more popular every
summer, and the steam cars intended for a similar
service should be built somewhat like them. In the
proposed plan there are no side windows and no upper
deck or deck sash. In this way a large item in cost of
glass is saved and the weight reduced to that extent.
Curtains of water-proof material arc rolled up on the
inside for protection in rainy weather or from the hot
sun. A gas pipe railing is run along between the
columns to prevent passengers from leaning out into
a dangerous position. The cars can be built so as to
be subsequently fitted with sash and an upper deck,
and then used in regular suburban service.
The seats can be made of narrow wood slats or
rattan. The cost of painting can be largely reduced
by using fewer coats of pigment and only one or two
coats of varnish.
The car is fitted with a cheap truck with plain oak
wheel pieces, and which is similar to the best way car
truck.
The weight of such a car would not exceed 40,1k in
poimds, aad the cost would bo about $2,500.
THE RAILMTAY MASTER MECHANIC.
u^^M
A NEW DEPAETUKE.
The new class X en-flnes of the Patagonia Railway,
illustrated herewith, have been designed by Mr. Mc-
Ginty, superintendent of motive power, with a view
to the utilization of the e.xtended smoke box to much
greater advantage than has yet been derived from it.
It will be noticed that instead of traveling in the old
rut of attempts at improvement of the firebox, the de-
signer keeps this imimportant feature in the rear,
where it properlv belongs, dealing with it only in so
far as is necessary to provide a judicious reduction of
grate surface, a matter which, while occasionally ad-
voi-ated in a mild way, has hitherto failed to receive
the attention and appreciation which it deserves. On
the othei- hand, the value of the smoke box extension
has lx"en carefully kept in mind, and instead of limit-
ing it to a trifle of three or four feet (or much less, as
in the backslidings of recent practice) which is a mere
bagatelle in an engine which pulls lo or 20 per cent,
of solid fuel through its tubes, the extension has been
given such liberal and carefully calculated propor-
tions that its imivei-sally recognized qualities of great
economy of fuel, absolute freedom fcom smoke and
throwing fire, coal, and cinders, and perfectly free
steaming, will be utilized to the highest degree. It
apjreai-s entirely reasonable that if an extension of an
ordinary smoke box, on rule of thumb lines, is advan-
tageous, extension of the extension should be corres-
ixmdingly more beneficial.
The su])port of the front end of the engine is so per-
fect that its adoption would obviate the necessity for
a solution of the question of the relative merits of
moguls or ten wheel engines in fast passenger service,
and the extended extension enables a saddle tank to
be very cuuveniently located. This, like the fire box,
may he made c|uite small, on accoimt of the manifest
high I'eonoiuy i>f the boiler in water as well as in fuel,
the latter being carried in the little bin over the trail-
ing wheels, where the fireman can easily reach for it
when he occasionally happens to need a supply.
The first of these engines will probably be put in
service shortly after Mr. McGintys return from his
trip to the bottom of the sea, and their performance
will be awaited with much interest by those who
recognize the importance of the Improvement which
constitutes theii- leading feature of novelty and excel-
lence. We are indebted for the drawing from which
we produce our engraving to Mr. A. Dundei-head.
chief draughtsman at the Terra del Fuego shops of
the Patagonia Railroad.
A NEW METAI BRAKE BEAM.
A new brake beam has been devised by Mr. John
Player, suj^erintendent of motive power of the Atchi-
son, Topeka & .Santa Fe Railway. It is a metal beam,
and consists, as shown in oui' engravings, of two gas
pipe compression members, A. A, a central cast iron
strut, B. two heads, C C and a tension rod. D. These
members are put together as they come from the sand.
A laborer can do the work in about ten hours" time.
The beam is much cheaper to make than the trussed
wooden beam. This beam has been tested up to 23,000
ixumds with no signs of failure. It has been given
thorough trials for several months in service on the
Santa Fo road, and is now being put upon all equip-
BEAKES HrNO FBOM CAE BODIES AND FROM TRUCKS.
At the last meeting of the Southwestern Railway
Club, held at Atlanta, Mr, E. S. Marshall, of the St.
Louis, Arkansas & Texas Railway presented some
notes on the relative merits of brakes hung from car
bodies and from trucks. From these notes we extract
the following:
My observation compels me to the conclusion that
the method of hanging brakes exerts a potent influ-
ence in the safety of the running of the trucks. We
have a rigid truck as our standard for passenger en-
gine tanks, which for a long time was a source of
much annoyance and damage, caused by frequent de-
railments of the rear truck. The track was always
reported in good condition, and there was no apparent
cause for the trucks leaving the rail. When person-
ally looking into the matter I had occasion to ride on
one of the engines in question when the rear trucks of
the tank jumped. I noticed a very slight depression
in the track, and the engineer a])plied the air brake
( we were running about 35 miles per hour). I saw the
back truck raise fi-om the rail, and on investigation I
foimd that the hangers were hung from the frame of
the tender, and the brake shoe and beam hung way
down under the center of wheel, what we migl^t
designate as the bottom quarter. I had the hangers
shortened up so that the shoe would strike the wheel
at the center, and since then h^e had no further
To belter satisfy my minu on this subject I
formerly had brakes hung from the '
the brakes from the car body as a i. iin,,iii ;iii,|
found that the brakes produced the ~:i
the derailment of the rear truck. Mw .^ . ,
as demonstrated by these tests. \\r.i\ iln in^ikc-
should be himg from the truck frame, or el.-^c luiiigers
should not hang below the center of the wheel.
At the same meeting Mr. P. Leeds, of the Louis-
ville & NashNille Railway, presented a short pajx-ron
the subject, in the course of which he offered the fol-
lowing remarks:
I have seen several accidents from the brake beam •
catching and holding the foot and ankle in the best of
the ]X)sitions for the wheel to do its work by throwing
the person down. My idea is to so hang tlie beams as
to enable brakemen and switehmen to step on them
and ride when coupling, or else carry them so far
under the car as to always cleai*. This last cannot
well be done, but the former can by using hangers so
Sectlor AR
A NEW METAL BRAKE BEAM,
THERAILWAY MASTER MECHANIC.
Febeuart, 1891
short
wise, and by placing hand rail;
at each of the four corners.
As to safety in running, anv of iis would hesitate to
say that a truck built so riy-itl that all tin- wheels are
held in the same piano re^'anlle.>s .if wlu-tlu-r ime i.f
them was supported or not. wa.- a.s -afe a.-< tlK> pxsseii-
ger truck with each wheel free to foil. lu every de-
pression-. Then why is it safe to ehiini) these wh.-.l.-
to a rigid body in such a manner as t.. make it iiuj.os-
sible not only for one wheel, but auy of them. t.> ae-
commodate themselves to the conditions of th..' tia.k.
even on a straight line? This is. in my opinion, jioor
practice, as the strain thrown on the hangers is atx>ut
the same when the wheel strikes a low joint as though
it was a suspension holt carrying the entire load on
that leli.-.') — on?- sesti-Tii ,«f han.j'in.j- the sh.x-s l>elow
ti .:.-■ ,,- Hi, uli. -■; i,iai:ii: • ih.' .■onii,',-ti.m rigid.
l; ■ . .- c ,■ ' :i- ■ ' nation apparentlv
distant from the body, but on striking' a -i;aiii . j\,'
with great elevatjpn. both the cauliug oi the truek
and the position the body takes (aewording to sjjeed)
brings the truck and the body closer together on the
outer side than on the inner if the brakes are not set,
or tries to do so if they are. Under these conditions
the brakes must slip on the wheels, which they can
scarcely do, or else the hangers, failing to break,
carry the weight of the inner side of the truck in
going around the curve in just so far as the car has a
tendency to right itself, or assume a perpendicular.
During several years' close study of the causes of
derailment, reported as caused by brake beams falling
'down, etc., I have nearly always found the derailment
at or near a curve, or found a bad low joint where the
first marks were fotind. In nine cases out of ten I have
further found that the beam has been himg from the
body and the hangers in every case (where I was sat-
isfied the brake was the cause) showed a fresh new-
brake, or the fastening freshly torn out.
A NE-V ADJUSTABLE NOZZLE.
An interesting variable nozzle has recently been de-
signed upon the Santa Fe road. By referring to the
sectional view on the plate given herewith, it will be
seen that the area is controlled by raising or lower-
ing the piece d which slides on the stem /. The stem
/ is simply a round piece cast on the top of the bridge
e, to act as a guide for the sliding piece d, which lat-
ter is slotted to slip down over the bridge. The idea
is to make an adjustable nozzle which shall maintain
through its range of various openings for the final
exit the same area at the top of the bridge so as to
prevent any exhausting over from one side to the
other. The variation of the areas at the final exit is
obtained by tapering the sides of the outside casting
at bb, and by moving the central piece d and conse-
quently its top outside edge aa, up or down. The
same movement changes the area at the top of the
bridge. The inside edge here is tapered at cc, and
the edge gg, of center piece d moves up or down, in-
creasing the area when lowered and decreasing it
when raised. The inclined lips hh, act as a guide for
directing a part of the steam over to the opposite side
of the chamber, so that it will escape equally from
the tips. Without it the bulk of the exhaust from, say
the left cylinder, would escape from the left side.
In an earlier nozzle of the same general design the
adjusting feature at the top of the bridge was omitted.
It was found desirable to vary the opening at the top
of the nozzle, but it could not be changed at the top
of the bridge, and it became necessary to establish an
arbitrary opening equal to the area of a 5 in. circle.
This allowed the exhausting over of one cylinder to
another, unless the engine could be made to steam
with a top or final opening of a ."» in. circle. By sup-
. plying the adjustment at the top of the bridge there
was no longer any raise in the exhaust line of the
cards taken from the engine.
It is found that with this nozzle an 18 in. engine
steams better with a 4| and 4} in. opening than with
a 4 in. opening of the ordinary nozzle. The indicator
cards given herewith show the comparative work
done with the new nozzle and with the old and more
common form. Cards 3 and 4 were taken from
an engine having the common nozzle, which was 4 in.
in diameter and created plenty of back pressure, and
caused the lift in the exhaust line as shown in card 3.
The engine had i in. outside lap and was line and line
A NE-W ADJUSTABLE NOZZLE.
inside. The inside edge of the exhaust cavity of the
valve was cut away to give 3-32 in. clearance. The
nozzle shown in our engraving was then put on, and
cards 1 and 2 were taken. It will be seen that the
back pressure and shooting over indicated in the first
cards is absent in the second cards. The opening at
the top of the nozzle was 41 in. Card 2, taken after
the changes above mentioned, figured 271 horse
power, against 191 in the same notch, speed and num-
ber of cars before the change. Since the change the
engine shows the same horse power when the reverse
lever is in the first notch from the center as she did
before when in the second notch. Before the change
the engine burned .3i to 4 tons of coal on a passenger
run. Since the change she is performing the same
run with the same ears and sjieed with U to 2 tons.
No. 1
The only objection brought to the attention of Mr.
Player against the nozzle up to date is that some
engineers want to hear her bark as she did before the
change. Now. in the second notch at 40 miles per
hour no exhaust can be heard at all. Before, the en-
gine appeared to be striving to tear the stack off.
How many freight equipment cars have you equipped
with M. C. B. standard air brake details, practically like
those shown in plate X, proceedings 1890?
How many ot the same cars are equipped with iron brake
' freight equipment car:
No. 3
have you equipped with
No. 2
No. 4
20 MILES PER HOUR 21 MILES PER HOUR
.?.rf unrru j^rf NOTCH.
COMPARATIVE CARDS SHOWINCi ACTION OF NEW VARIABLE EXHAUST NOZZLE.
FEBRtTABT, 1891
TME RAIL^VAY MASTER MECHANIC.
25
il-oii brake beams, and with bl'ake doUlils different fi-om
those above mentioned i
Do you think that good results can be had and maintained
by any fi.rni of woodfii brake beam with modem air brake
'■'i'"! I',"!,;,. ■■...■: ,>, I. .;,',.,■ that iron brake beams are
AS AUTOMATIC BRAKS-OEAB SLACK ASJUSTEB.
The imporlanee of piKviding irai)roved means of
taking up the slack in brake-gear is now more gener-
ally recognized than in the past. And it has Ijeen
found that it is not enough to rely upon periodical
tightening up. An automatic device that will prop-
eily and surely take up the slack is what is needed,
and such a device is now offered by the Dunham Man-
ufacturing Company, of Chicago, under the name of
the Q. ..t C. automatic slack adjuster.
The adjuster is attached to the lower end of the
live or floating lever of the truck, and necessitates no
change in that lever, except the drilling of a half inch
hole about 3 in. from the end. The brake rod instead
of being attached directly to the lower end of thi
lever by means of the usual jaw, enters a stirru]
shajied casting of malleable iron, which in turn is at
tached to the end uf the lever. The brake rod where
it enters the stirrup has two wings, one on each side
and in a bo.x-like receptacle in the stirrup there Is a
series of peculiarly shaped washei-s, which in the
normal position rest on these wings, but if the rod is
drawn into the stirrup sufficiently they will drop in
front of the wings and prevent withdrawal. This vir-
tually shortens the lower connection between the truck
levers. To draw in the brake rod a dog is slipped
over the end of it, in which there is a cam which is
connected to the floating lever by a malleable iron
rod, the half inch hole previously alluded to as being
drilled in the lever being employed for that purpose.
The operation of the adjuster is about as follows: When
the brakes are applied the lever changes its angle
with the brake rod, and in so doing slips the dog and
cam along the lever. When the brakes are released
and the lever returns to its normal angle, the brake
rod, by means of the dog and cam before alluded to, is
drawn into the stirrup, and if the movement is suffi-
cient, a washer drops and the connection is thereby
shortened that much. If the movement is not suffi-
cient for the washer to drop, the operation will be re-
lieated until the shoes have worn sufficiently to give
the necessary movement, and the slack will then be
taken up in the way indicated. The slack is, there-
fore, always confined within certain limits, and
enough washei-s are provided to take up all the lost
motion due to wearing out the shoes entirely. When
new shoes are to be applied, the washei-s can be raised
by hand, and the connection will then assume its
longest dimensions, thereby leaving room for the in"
sertion of the new and thicker shoes between the
brake head and the wheel. This device is positive in
its action, and involves the use of no mechanism that
is liable to get out of order.
THE BUTLER DBAW-BAB ATTACHKENT.
Among the jxipular successes in railway appliances
of recent years, the Butler draw-bar attachment has
taken a place in the front rank. This device is both
simple and efficient, and its present form, the result of
extended study by its o\vners, is shown in our engrav-
ings. Fig. 1 shows the attachment as applied to a
draw-bar fitted with a strap. Fig. 2 shows the detail
of the spring case, and Fig. 3 the detail of the
thimbles. There are but four principal parts to this
attachment — the two halves of the spring case and the
two thimbles. Each half of the spring case is let
into the draft timbers and further strength is ob-
tained by the projections extending outward from the
backs of the casings, which are let still deeper into
the timbers. In setting up this attachment the two
thimbles are placed in the cases, with the usual draft
spring carried on the small projections e.xtending from
their faces. The cases containing the thimbles and
spring are then fitted into the timbers. The draw- 1
bar strap when in tension pulls the rear thimble in-
wai-d, thus compressing the draft spring until the col-
lar on the thimble meets the casing. In comi)i>ession
the bar itself pushes the forwai-d thimble inward un-
til it, the bar, encounters the front end of the casing.
It is so arranged that the draft spring is relieved of
the strain of being completely closed up. It will te
seen that the movement of the spring and thimbles is
admirably guided : the movement of the strap is
also kept in a central line between the
timbei-s for it rides, top and bottom, in a
groove in the cases not indicated in our engravings.
The device is kept in place by four bolts extending
Its absolute piolection to draft springs, which, it is
claimed, can be neither bi-oken (when made of decent'
steel) or lost when this rigging is used. The rigging
admits of 1 14-16 in. compression, which loaves about
i in. elasticity in an 8 in. double coil spring. This
rigging has earned some me;L-iui-.i.f disrredittecaiLse,
in its earlier history, it wa- i i i. .. . a-i iron and
showed high percentage of i ,i ii-, present
management urges in evLi\ . ,1 ualleable
iron in its manufacture, and \'. Ii- n i in- i> UM.d break-
ages are reduced to a mininuini, jls bits been conclu-
sively shown by prolonged service tests. The attach-
ment is controlled by the Butler Drawbar Attachment
(;o., of Cleveland, O.
TST
through the timlx-rs and through the cornei-s of the
casings. Instead of washer > light wrought iron plates
are placed beneath the bolt heads and nuts, one plate
covering two [loints and thus four plates being used.
The attachment is available with either strap or tail
bolt fittings, the thimbles being cored out for the lat-
ter. It is adaptable to any timbers, requiring no
change in their ixwition. It is made of malleable
on, thus insuring ample durability.
One of the strongest claims made for this rigging is
THE BUTI.EK DRAW-BAIt ATTACH.VIENT.
tt.^KE shoe made of compressed leather has been'
brought out by a company in New .South Wales. The pro-
cess of manufacture is said to.be very simple, consisting in
steeping waste leather scraps in a certain solution, and
then subjecting them to hydraulic pressure in suitable
moulds. The leather shoe weighs only i}4 lbs., while the
common shoe weighs about 21 lbs. It is stated that the
leather shoe wiU wear about throe times as long a.s the
common fo.rm of shoe, and that the co-efflcieut of friction
is much greater, insomuch so as to require onlv 40 lbs. .ii
pressure to produce th - - . -
the ordinary iron shoe.
effect that 70 lbs. would
THE RAILM^AY MASTER MECHANIC.
HORIZONTAL BORING AND DRILLING MACHINE.
THE HUBBAED AlfTI-FRICTIOH SIDE BEAEINO.
W'l- presL-nt to our ivadurs cuts and description of
the Hubbard anti-friction side bearings, a device
wliicli has attained popularity in service. These
bearings are of especial interest at this time, when
there is an earnest and general inquiry into the sub-
ject of side bearings for freight and passenger cars,
and their relation to the destruction of trucks and the
wear of wheels and wheel flanges. In this connection
we quote from some notes read before the Western
Railway Club by Mr. P. H. Peck, M. M. of the C. & W.
I. R. R.
"In regard to flange wear, I have not noticed much differ-
ence, [as between swing motion and rigid trucks] but think
tru,-k hut to an imperfect side bearing on truck and car. I
ill. not see how some trucks curve at all mth the side
bearing they have. Only a few days ago I saw a small
wruughl strip of ii%n on 'a wooden bolster, the side bearings
on both sides of ear bearing hard against the strip untU it
was imbedded in the bolster halt an inch. Such a car nec-
essarily would be hard on flanges. I have also seen cars
derailed with all the wheels of the car near the rail, having
run only a few feet. In these cases it was impossible to put
the car on the track with frogs, until the car was raised
and strips well oiled put between side bearings in order to
let the trucks go over the frogs to get on the rail.
I think that many times we have cars off the track in the
■ards when no cause can I
when the derailment was really due to an imperfect side
the trucks with no weigl
Ifa
yards when no cause can be assigned why they left the rail,
when the derailment was really due to ... ..
bearing, one being high on the trucks ^
some being light and carrying all the weight and fastened
:o small lag screws which :
I cast iron, and these are
nk that if a better side bearing was used-
that
gave the truck freedom in curving,"' there would be less
flange wear and less Uability to get off the track on short
nge wear and less Uability i
These views are identical with, and will be endorsed
by, almost every practical railroad man and car
builder, and that the subject is one that has been
very much neglected is very evident.
The manufacturers of the Hubbard side bearings
offer the following argument: "Many claim that
'the weight of the car is carried on the center plate,
when the bolsters are plated and trussed," and if this
be true, our anti-friction outer bearings are of incal-
culable value at curves, when the centrifugal force
throws the car over on its side bearings, and their
friction must be overcome before the truck can curve
and resume its position on the straight track. But
how many cars stand up on their center plates, after a
short period of service? They all settle down and
rest upon their friction outer bearings, which hold
the truck in such position that either one or the other
of the leading wheels is constantly grinding against
the rail. This frictional adhesion amoimts to from
five to ten thousand pounds, which must be overcome
to turn the truck, and is a tremendous element of
wear and draft. But it is the most destructive at
curves (even when the car is new. and carried on its
•center plates"), when the car is thrown over on its
outer bearings with such enormous pressure as to re-
quire a force of several tons to turn an ordinary truck,
causing lateral concussions fatal to the truck, and
frequent derailments; and this process is repeated
when the truck passes the curve and strikes the
straight track. This action at curves destroys more
ear trucks than all other causes combined, and would
Vic avoided by the anti-friction outer bearings, which
render the truck at all times free to follow the track
without serious wear, heavy draft or danger of derail-
ment. The weight of the car rests on seven i in. hard
steel rollers.at each end of each bolster, (see Fig.2) which
revolve once or more at every curve and therefore could
not 'wear flat'— and they roll on a hard steel surface
above, and chilled iron below, requiring no journals,
as the weight rests entirely on the rollers which roll
free from friction or wear and the weight of the en-
tire car on one of these rollers would not crush or
break it. The rollers are held in position on radial
lines by the roller frame which slides freely in the
outer casing. The lower surface of the rollers is the
lowest portion of the upper bearing, and they roll on
the raised lower bearing which is always kept clean
by the roller frame sliding upon it."'
We understand that these bearings, which are
offered by the Car Truck Supply Company, 304 Dear-
born street, Chicago, are being rapidly introduced
into practical service.
EOBIZONTAL BOEING Am) DBILLINO HACEIKE8.
On this page we give an illustration of a horizontal
boring and drilling machine, which has been worked
out with little regard to previous existing types, and
which has a feed motion which would seem to oflter
many advantages.
It was designed by the Newark Machine Tool Works,
of Newark, N. J., and has been in use for several
years, although it is illustrated now for the first time.
To begin with, the feed arrangements have been put
on the opposite side of the machine from where they
are usually put, thus bringing the operator into the
same position with regard to the cone pulley, and the
various hand-wheels and levers by which the machine
is operated that he occupies at the lathe, which is be-
lieved to be an advantage, since the lathe is the
stEmdard machine tool with which all machinists are
familiar. This machine is not the only one in which
the parts are so arranged, but the usual practice is to
place them on the other side, so that the cone pulley
and hand-wheels come at the right of the operator,
instead of the left, as they do on the lathe.
The feed details have, it is believed, been reduced
to the simplest possible form, considering the ends at-
tained by them, riz., a great range of feed with any
required number of variations, and which can be
changed either in rate or direction with the greatest
facility. For securing the changes in the rate of feed
the Sellers friction disks have been adopted, the mate-
rials chosen for their construction and the method
used for regulating the pressure of the central disks
upon the upper and lower disks, insuring their satis-
factory operation under the heaviest duty. Any rate
of feed from 1-80 to i-inch is instantly available by the
simple movement of a lever. These friction disks
drive a worm shaft which extends to the rear of the
machine, and which is there provided with two worms,
one right and the other left hand, these worms being
cut upon a sleeve which is fitted to the shaft, and can
be moved along to make either of the worms engage
with the wheel, which is an ordinary spur gear. Thus
the feed may be in either direction at will, and a cut-
ter after passing through a bore can be run back for
the finishing cut when desired, without disturbing it
in the bar. The clamp by which the bar is secured to
the feed slide grips it by friction only, instead of hav-
ing holes through for a pin, and thus it can be gripped
at any point instead of at a limited number of points
only.
Februaby, 1891
THE RAIL^^^AY MASTER MECHANIC.
The table can be raised or lowered from the side or
end of the machine, as may be most convenient, and
the platen has the usual movements in either direc-
tion, in addition to which a platen is furnished where
desired, which can be turned around on the table to
any angle. Special pains have been taken to make all
the parts of the machine amply heavy for the duty
they have to perform, particular attention being given
the yoke which supports the outer end of the bar,
since weakness of this part of the machine is quite too
common, and where it occurs greatly limits the
capacity of the machine.
It has been customary to grade these machines by
the swing, that is. by the distance from the center of
the boring bar to the top of the table, but the Newark
Machine Tool Works grade their machine by the
diameter of the twring bar. which limits the diameter
of the hole which the machine can bore and which
measures therefore the capacity of the machine. The
swing, length of table and size of carriage the makers
change to suit their customer.
The machine from which the engraving is made is
called the "C" machine, and has a 3-inch bar with a
table 5 feet long. It will swing over the platen 3 feet
3 inches, and ovei- the table 4 feet. The platen is 30
inches long. 17 inches wide, and has a motion across
the bed of 24 inches. The machine measures over all
10 feet, 9 inches, and weighs 7,5(X) pounds. It will
bore holes up to 18 inches diameter. Other machines
of the same design are built, having bars 4, 5 and H
inches diameter, and with other parts in proportion,
the largest machine weighing about 17,000 pounds.
The squaring attachment shown is furnished with
each machine, and the swing or size of platen or table
can tx- altered to suit special requirements.
A NEW UmVEBSAL MILLING MACHINE.
The Kempsmith Machine Tool Co., of Milwaukee,
has brought out a new universal milling machine
which embodies some interesting novelties in its de-
tail. It is descrilied as follows:
The cone pulley has been turned with its smallest
end neai-est the main bearing, in oi-der to allow of the
frame of the machine being brought up close to the
bearing, to give it the greatest possible strength
there, and th'^ overhanging arm is fitted to a socket,
which is txired in an arch e.Ntendingfrom one upright
to the other, anil cast solid with the frame, two clamp
bolts securing the arm lirmly in place, and at the same
time i)ermittmg it to be readily removed when de-
sired, and a stilr and solid machine is had, whether
using the arm or not. Six changes of feed are pro-
vided for with each different sjieed of the spindle, the
slowest speed of the hi ■■ r i i
diameter, back gear>.
for the larger sizes. 1 i
is so arranged that its :
l>ressed h«:'lnw the line
indc.K plate.-i. and is gt
>le for a cutter
' ' M . I 1 . being used
\, m! ,|iiial head, which
ic iiuu lie elevated or de-
centers, has a full line of
to cut spirals from one
133+ in., the gearing being
arranged eiili.T- ~imi.li- m- .•iimjniiind. as may be re-
quireil. th.- -i:u; ■ -.an. J i" ;t.- - .ili.ient for all the
ordinui'ily 11" ■: -j i^ i -■ -■ ■' - '"-ing arranged
the same ii.~ 1 ! i,r_. _ i . i ;it he. and put in
|.la<.-c with .-I'i.ii "a- n- I'h. -.".t-stock is fitted
with what is called the side center, this being so
arranged that it offere the greatest possible facility
for getting at the work with cutters, either at the top
or tile side. The three squared shafts seen in front of
the knee are for the usual vertical and horizontal
movements, there being two rates of vertical move-
ment of the knee provided for, one slow and the other
rapid, the latter for use when the knee is to be moved
a considerable distance. The table can be swung clear
around, and clamped at any desired angle, and has
automatic feed at any angle, or in either direction,
t he feed being automatically tripped at any desired
)Kiint in either direction. The table is fed by a splined
screw, whiih d. rives its motion from bevel geai-s, the
tal>l"- >\\ inL''ir.L' iijMin a central trimnion, and being
clanip.ll ai aii\ angle by a steel split ring. This
trunnicin i.~ tirnily ..ii-rewcd and doweled into a swivel
block and i» Ujied to n-.-.i-,-.- a >i.>iim'.i- vertical shaft.
through which shaft ]ia-- - .( ' ;|i-rod. The feed
is tripped by dropi'ln. i u'lar. and trips
as easilfwhen under t i • i> when running
light. The airection >! il i - i.iuiily reversed
by turning a knob to the right or l.ft. The reversal
is accomplished by means of a double-ended clutch,
which engages with bevel geai-s running in opposite
directions. The feed worm is of hardened steel, runs
in oil, and its shaft in phosphor bron7.e bushings. The
feed is thrown in by a lever, and out by a latch, when
oiwrated by hand, and by a trip-pin when used auto-
matically. The feed geai-ing is completely enclosed
to protect it from dust or chij ^ in I th j nin^ m
the top of the knee is at all times to\eitd b\ sliding
plates of steel. With the head and foot-stocks removed
the top of the table is entirely unobsti ucted so that
work of any length may be fastened to it. The spindle,
which is of steel, is hollow, and the end threaded,
arbors or chucks which fit this spindle, fitting, also,
the spindle of the inde.x head. The movements of the
table by the screws are indicated in thousandths of an
inch by micrometer gi-aduations, the index mark on
the movable collar being the same as those on the
graduated circle, so that they match exactly, and
there is no projection nor obstruction of the "gradu-
ations.
The vertical movement of the knee is 15 in.: in and
out movement of the saddle on the knee. B in. : length
of automatic feed. 24 in. : length of table, .34 in. : diame-
ter of spindle, 21 in. Work IB in. long and ll)i in.
diameter can be s^vung on the centers. An improved
double-friction countershaft is furnished with tho
machine, besides everything else shown in the cut.
The-machine weighs complete 2,200 lbs.
THE DtTNTON AUTOMATIC WATEE QAUOE VALVE
The illiLstration given herewith shows a new water
gauge valve which is produced by .Jenkins Bros., of
New York. The valve is claimed to afford jicrfect
protection from hot scalding water when the glaiss
breaks, and also affords a safeguard against loss of
water and burning of boiler sheets. shoiUd the glass
break during the absence of tho engineer. In tho sec-
tional drawing at the left of our cut tho valve is rep-
resented as resting on the bar at the bottom, allowing
free passage of water. In both sectional views A is
the gauge glass. B. the water pa-ssage on the top of the
valve, (J C C the water passages on the side of the
valve, D. tho valve, and E. the bar holding the
valve in place. On the breaking of the glass the valve
lit I !N( M \tHINF
It Us If and piLM_ntsan\ «at< i fiom kaMng tho
boilci dsiepiesented in the sectional \ie« on the right
hand side of oui tut It requires but a ft w moments
to put one of these valves on a gauge, and any one can
do it, it being simply necessary to remove the glass
and drop it in position. This valve has been thor-
oughly tested on railroads, steamboats and in mills,
and has been found reliable in every case.
DUNTON AUTOMATIC.WATEI{ GAUtJK. VALVE
THE RAILA^VAY MASTER MECHANIC.
The engra\-ing which v.. - i.i m| i he Riehle
latest improved power toi>i" ,i Ijine will
he found of interest. Th. :,! this kind
was made tor the Union Piici:.^ K.uui.iid Luuipany for
iise at Omaha. It was originally made t^ work hy
hand, but has since been improved so as to wink liy
power. The fi.\ed head carries self centering gri] is. us
arras projecting either side of the grip head, which
latter is supported on a knife edge. To prevent the
grip head from lifting from it* position the arms are
connected to an equalizing lever underneath, and this
in turn connects the weighing beams, where the
strain is recorded in foot pounds, without any calcula-
tion on the part of the operator.
This testing machine is constructed entirely of iron,
brass and steel, and is handsome in design and finish.
The committee, which consists of Ross Kells, W. W,
Reynolds, C. G, Turner and John A. Hill, request that the
as possible. Replies should be
SERVICE,
this subject (
rts and W. A. Smith.
a. JJo yoi
under all circumstances and condition of track as a 4- wheel
truck, for fast express engines running at as high a rate of
speed as 65 miles an hour;
3. What has been your experience as to flange wear on
pony truck wheels of mogul engines, as compared with the
truck wheels of 10-wheel engines ;
4. Can you give the comparative mileage made to the 1-61
in. of wear, as between the truck wheels on mogul engines
and 10-wheel engines? Also comparative flange wear on
driving wheel tires of same engines?
5. what style of radius bar do you use for mogul engines .'
How do you figure its length, and could you furnish dl-ai
ings for mogul truck for use at coming convention ?
6. What proportion of weight do you think should be c
di-ivers and pony truck?
7. \Vhat is the limit of weight, in your opinion, one driv(
should take?
IMPROVED POWER TOliSIONAX, TESTING MACHINE.
The le\er> and weighing beams are adjusted to the
standaidof the United States government at Wash-
ington. A modifacation of this design enables the
power to be applied by hand instead of power, although
if power is available it is much better to have the
machine run by this method.
This machine is in use by Union Pacific railroad at
Omah^, Neb. ; the Russian government, at St. Peters-
burg, Russia; the Worcester University, at Worcester,
Mass.: the State College of Pennsylvania, and the
Thomson-Houston Electric Company, at Lynn, Mass.
A special circular giving further information concern-
ing this testing machine may be had upon application
to Ri..hle Bros.. Philadelphia, Pa.
Aeaociation
8. What is the least weight you woud
4- wheel truck?
9. On 10-wheel engmes, would vou recommend the blind
tire forward or in the center?
10. In case of the blind tire being in front, would you
recommend a swing motion truck?
Answers to this circular are to be.sent to P. Leeds, super-
intendent motive power Louisville & Nashrtlle Railroad,
Louisville, Ky.
SMITH'S PEEFECTED FEICTION TEACK DBUI,.
We show in the accompanying illustration a track
drill which presents some interesting features. With
it a rail can be drilled with equal facility either fast-
ened to the ties or detached, for the hooked bars, or
clamps, bear against the outside of the i-ail, parallel
with the point of the drill. In order that rails vary-
ing in height may be drilled with ease, a number of
parallel grooves are made on both sides of the back
rest, as shown, so that either side can be used. An
index is marked in accordance with the height of the
rails, and the conical ends of the feed screws fit into
the groove corresponding to such sized rail as is
about to be drilled. It is thus held in a horizontal po-
sition. The frame may be supported at any desired
height above the ties, by means of the adjustable
clamp which is attatched to the rear bar of the frame,
and which carries an adjustable foot rest held in any
position by means of a thumb screw. The wrench
shown is to enable the operator to feed up the drill
from time to time as may be necessary, without stop-
ping or interrupting the drilling operation. The drill is
worked by the well known friction clutch, which is
applied to all the Smith drills. The handle of the
drill stock is tubular and longitudinally adjustable by
which the length of the handle may be made to suit
the operator. The hand-piece works on a spindle,
thus allowing a natural motion to the hand and wrists.
This drOl has given excellent satisfaction in practical
service. It is sold by P. P. Smith, of 38 Oliver St.,
Boston, Mass.
"Is that you, friend?" said the headlight oil to the loco-
Dotive grease : "I did not recognize you." "I didn't ex"
)ect you would," replied the other; "you see, I'm travel-
ng in cog." — [Buffalo Express.
GOSSIP ABOUT NE'V MACHINE AST) CAB SHOPS.
It is reported that a large machine shop, connected with
the Duluth, South Shore & Atlantic railroiid company is to
soon start up at Marquette, Mich.
It is stated that the Midland Railroad Company promises
to remove its shops from Lebanon, Ind., to Brazil, Clay Co.,
if the county will vote a subsidy of $'23,000 to its proposed
extension.
The town of Princeton, Ind., has voted bonds to the
amount of S60,000 to secure the location of the shops of the
Louisville, Evansville & St. Louis Railroad Company at
that point.
The Canadian Pacific is to have at West Toronto new
shops, built on thoi-oughly modern ideas and equipped with
new tools. The shops will consist of a car repair shop, a
machine shop and boiler shop. The erecting shop wilt have
eight or nine pits.
The
ivhat reason would
ointed to report on the operating
locomotives with diiterent crews have issued
which the following questions are asked :
1. Do you run locomotives regularly with more than oii'
'Z. Why do you do so, and for
abandon the practice?
.1. Do you, or have vou, run locomotives as
ously as possible, without r^pilar crews, commonly knowT
as "pooling" or "chain-ganging i"
4. How many more engines would you need per 100 mil<-s
of track (smgle I, if every crew had their own engine, tie
men not averaging over l.i hours out of the 'M;
a. "What do your repairs average per mile for pooled eu
6. How do you inspect and clean pooled engines!
7. What does it cost to do work, usually done by crews,
where thcv have a regular engine?
5. Briftiy «t-itoH, \vh:tt arethe worst faults and the great-
est advaiit:iL'< if tlir 111, in:
y. Do y ' 'til plan of double crewmg engines
better th;i! ii 'li.it as much service can be got
outofpuv.ii .- ,, ii.i I lingpUn?
I'RACK DRILL.
Fkbhi-ary, 1891
THE RAILV/AY MASTER MECHANIC.
The Raleigh & Gastou RaiU-oad Company will build a new
roundhouse at Raleigh, N. C, which is to replace the old
one recently burned.
The Salida, Colo., News is authority for the statement
that the Denver & Rio Grande railway company will soon
materially enlarge its machine shops located at that point-
At the "Soo" shops at Minneapolis the working time
was this winter reduced to eight hours a day on
account of the short days, and there being no means
of lighting the shops. An electric light plant will
probably be put in next summer. Among the recent
tools added to these shops is a 58-inch lathe, made
by the Niles Tool Works, also a planer and a horizontal
wheel boring machine of the same firm's make. A bolt-
header has also been set up recently.
The Norfolk & Western Railroad Company is building a
c:u- wheel works at Roanoke, Va., wliich when completed
will give employment to about 200 men.
The Cincinnati Southern Railway Company has in con-
templation the erection of a machine shop and roundhouse
at Lexington, Ky.
The new shops of the Memphis & Charleston Railroad
Company, at Sheffield, Ala., are now about completed.
Several car loads of machinery has been received, and the
shops will soon be in working order. The roundhouse con-
tiuning 30 stalls, and other buildings are also about com-
pleted.
The Chicago, St. Paul, Minneapolis & Omaha railroad
company are now occupying their new shops, which have
been recently completed at Hudson, Wis. The new plant is
considerably larger than the old one and plenty of room
has been provided for the present work required, and al-
lowance made for an increase of business in the future.
The shops are very complete in all details and Mr. H. L.
Preston, the master car buil<'er of the road at this point.
may well take pride in them. The buildings arc of brick
with stone trimmings and foundations. The roofs of the
buildings are of wood, and in place of being supported by
the usual trusses, they are upheld by wooden columns
placed at suitable distances apart, with the exception of the
boiler imd engine house, which is supported by iron trusses.
The buildings are all one story in height, with the exception
of the store house, which is two stories high. The plant
consists of the following buildings : Iron machine shop 80x
120 ft. : wood machine shop 80x300 ft. ; blacksmith shop 80x
100 ft. ; engine house B3xS0 ft. ; freight car erecting
shop 85x262 ft. with an ell 8.1x60 ft. ; passenger erect-
ing shop 70x203 ft., 4 in.: paint shop 80x203 ft.,
4 in., with an ell 22 ft. S in. by 31 ft., 4 in. ; two transfer pits
each T0x246 ft. : store house 60x100 ft. ; oil house 30x50 ft.
and dry kiln lSxS5 ft. : all of the buildings being connected
by a convenient arrangement of tracks. The engine room
contains an engine of 2(jO h. p., and four dynamos for incan-
descent lighting. The dynamos also furnish power to the
motors operating the electric transfer tables. Four large
boilers are used to supply the engine, the steam hammers
in the blacksmith shop, the lumber drjing kiln and for
heating the buildings in winter. The freight car shop will
accommodate 32 cars at one time, and the coach shop ten.
The machinery in all the buildings is placed on suitable
heavy stone foundations laid flush with the floor. Most of
the machinery in these shops is new, but some of the ma-
chines from the old shops are made use of. On an average
30 freight cars are repaired a day. The cost of the plant
complete was about *300,000. The Industrial Works, Bay
City, Mich., furnished the electric turn tables, and B. F.
Sturtevant. Boston. Mass.. the hot air apparatus for the
drjing kiln.
BOOK NOTES.
Probably the most interesting and instructive volume of
railway literature which has lately appeared is that enti-
tled, "The American Railwav," pubUshed bv Charles
Si'ribner's Sons, New York. I'he w.irk is \. i .' , .niO i, ,
and contains chapters written by thf 111.. st .1: '■■ • ;•'
ties on all branches of railway work, T}.. .;,*! : .. .
the volume is from the pen of Ju.lt;. 11. n , \] .
The volume contains some 225 fin.- ii; i-u .i .i i
ferent subjects treated, which iil.: . in.
value of the work. Besides the i! ilsu
13 maps, 19chartsand a fuU ii..; Ilic
book 13 an octavo volume, print. .: ..■ji\-^-
paper, handsomely and substanti.il : .iher
and worthy of a place in anv libran-, 1 m- puoiu-.ition of
the volume by the well known firm of Charles Scribner's
Sons should, in itself, be a sufficient guarantee to warrant
its successful introduction and sale. Many of the chapters
treating on the different branches of railway work have ap-
peared in Scribners Magazine from time" to time during
the past two years but arc here grouped together, with
several important additions, into one volume.
The revised and enlarged edition of Matthias N. Forney's
well known "Catechism of the Locomotive" was published
last month. It is not, as is unfortunately sometimes the
case with "new editions" of technical works, merely a re-
print of the original, with perhaps a few minor changes and
additions, but is substantially a new book. What the
author regarded as unimportant matter in the old has been
eliminated from the new edition, and additional chapters
ha ve been added ou "Force and Motion," "Resolution of
Motion and Fonts." "Principles of the I-.-vi-r.' "A.ti.,.n uf
ings and three folding plates. The new book is ^xo;;^ in. in
size, has 70» pages, 4)58 engravings and six folding sheets of
plates. The type used in the new edition is one size smaller
than that used" m the old, and, as shown above, the size of
the page has been enlarged, so that while the amount of
reading matter and the number of engi-avings have been
about Qoubled in the new book, but 100 pages ha ^"6 been
added. With a few exceptions the engi-avings are new,
and most of them have been made by the wax process. It
is to be regret t p. I •hut th.. ]ir.'~-v.-,.rk ..n.l inn.. '• .n-.' not of
better quaiit y r ,., ■..i, ,,■ ,. i.-pniable
publishing li.'. . , , , ii.sand
detail dra will-- , , ., , - i.iiuniin-
ous coal burn. ii_ ■ I _i . . motive
Works. lull i I ■ .\ heeler
has been set. ■.'' .Nearly
all theengi-a\ 11.- . i ■ . .|..i-bolic
logai-lthms. ai... i .1 from
1_ to 300 lbs. .,].,. ..111. |.i. -111. .:- .1.. . 1 .i.|..iidix.
tion given; ana ihe other calculations iu 111. ... . . i
arithmetically. Mr. Forney has, for a lout: i
known as a very lucid writer, and has luli>
reputation in the book under notice. '1 h. . :■ ...■i.i, ..t
the action of a slide valve driven hv i ij.. i n. , and
by a link motion, is very full anil .. .. .- . -■ ihe de-
scription of the method of deln.. ..f the
strument attached to the machiii. I ■ i.: valve
motion. About .50 pages are ae\..t.' . ,i'\.
gears. A large folaiug plate, pt
given, showing the relative posii 11. ■-
of the WestinghoQse air brake a[.|.
dor and passenger car. 'the van...- - . - ..iMi. hini,.
system, such as triple-val \ .~, i. , i ,■ _ , . mors, etc., lor
lloth freight and passeiiL'.i . ., i,.! the component
pai-ts of such "organs. . , ,■ i.\ ;iit engravings,
v'ery little descripiiou .. I ■iii..tives is given,
although mention is ma. 1. i ih.iu .:, >.-veral places. In
speaking of this omission the author m the preface to the
second edition, says : "ihe development of compound loco-
motives is, however, to a gi-eat extent — especially in this
country— still in an embryonic state, and no well established
practice has yet been developed in their construction." It
is interesting to note that in speaking of the mechanical
equivalent of heat the author mentions the value deter-
mined by Pi-of. Rowland, in Baltimore — 778 foot-pounds —
or an increase of 6 foot-pounds over Dr. Joule's unit. Al-
together the book is a valuable addition to technical litera-
tm-e, presenting as it does the latest practice in American
locomotive engineering.
Among the few really practically books which are offered
for the help of railroaa men shoul"d surely be classed "Air
Brake Practice," by J. E. phelan. This little book covers
its subject in just the way that works of similar purpose
should. It is written by a man who has himse'f had several
years' experience in handling the air brakes on locomotives,
a man who adds to practical experience the rare qualinca-
tiou of telling ..th.-i-s just Avhitt t.. .1.. h.iw to do it, and
when to do it I ■ :~ ii.t :i i . . ,i' i~. ,i...i, -l... art of making
airbrakes, Imi - . .t to be used, and
Mr. Phili]
stances and
Numberless j
here explained,
.pla
circumstances,
air brakes arc
that any one
of ordinary mechanical ability can readily understand the
explanation. In the preface" to this work it is said that
"the engineman's duty is to become familiar with appli-
ances o; use, :n-.i -ii h:in'l)iTi'_- them to Obtain the best pos-
silil.' r. ^iiii, ... 11., ■ . . . ,..,1 . , p.iise, and with the greatest
po^-ii ipable of being developed
Oy )i 1 :' I. , Ills IS the engineman's duty,
it iiiuv' 1.. — ,11.1 ■ ,• .i, 1, X.., seldom helped in the per-
foruiaiu e ..1 iiiii, ,u.i.\ as eieariy and practically as he is by
the author of the little u-eatisc ou air Drakes. "As a fui'the"r
aid verj- large and tine engravings of the air brake and all
its parts are given on large sheets contained in a pocket in
the flap of the book. Puolished by the Locomotive Engi-
York.
of a fine plant (
r garden can afford to be without
Floral Guiue tor 1891. It is an elegant
pages 834XlU>j inches, ivith beautiful
ttthus, hydrangea and
for planting, cultivating, etc., are
vthing that can be desired m the way
r seeds, plants, bulbs, eU-., is found
■ ' ' i regarding the cash prizes
ise the 10 cents sent for it can be deducted from the
t order forwarded. Address James Vick, Seedsman,
.hester, N. Y.
, who recently resigned the iK>sition of
master mechanic of the west Iowa di\ision of the Chicago,
Burlington & Quiacy Railway, has gone to the Norfolk &
Western Railway. His position there is that of master
ii.-ehanic in charge of eastern division and he is located at
K..inoke, Va.
The nian\' til. ii.i- .■! .Mr I'.i... i-*.. ,.!i,iiii, -. i..ral master
mechanic ..i ' i. , , . i,. . ,v \\ -i.rnrail-
way,willn'-! : ;,:.■.! to re-
sign becaus.- ..i ii:!,.,..] \l! I .,r ,: l;i,..,.. I, li i~ heen ap-
pointed tq the vacaiiey and will have charge of the main
line, Ml". Charles Graham, Jr., of the Kingston shops being
put in charge of the Bloomsburg division.
r of changes in
.ansing & North-
of the Pituburgh,
PERSONAL.
Mr. Jacob SnydcT. master
Marion & Chicago railroad , has resigned
Mr. John H. Murphy, formerly master mechanic of the
Erie at Eatt Buffalo, has been given charge of a large ma-
chine shop at Lima, O.
Mr. William Kinyon, master car builder of the Western
& Atlantic R., has resigned. The duties of master car
builder on this Une ^vill hereafter be assumed by the
master mechanic.
Mr. Chas. F. Ward, master mechanic of the St. Paul &
Duluth has resignsd, and has been succeeded by Mr. Geo.
There hav.- r. . . ui'v i.
themechaiii. ,. '. i .
ernR. Mr, ( . \ . ■ h. . i : i. -man of locomotive
repairs, is iin- II ,1--. I 11. . I ,.., w l\ ( 'hristie is fore-
man of locomotive repairs John W'lliaiiison foreman of the
blacksmith shop, M. J. Vizard, foreman of boiler shop,
F. L. Fox foreman of car repairs, A. S. Sweet foreman
of car painters, W. J. Callow storekeeper. All of these
L.'. Titlemen are located at the Ionia shops.
.Mr. S. H. Harrington, mechanical engineer of the Cleve-
..md, Cincinnati, Chicago & St. Louis railway has resigned
and his office has been abolished Mr. Harrington will, we
understand, devote himself to the advancement of some of
his inventions, notably a signaling system which possesses
many meritorious points. It is to be regi'etted that Mr.
Harrington leaves the r.iili-oad service, and it is also to be
I .-i.Tetted that so large a system as the "Big Fom-" should
.iliolish the office of mechanical engineer.
Mr. Har\-ey Middleton, superintendent of motive power
of the Union Pacific, has been succeed by Mi-. Joseph Mc-
Connell. Mr. Fred Mei-tsheimer, superintendent of the
Wyoming division (and formerly division master mechanic
at Armstrong, Kan.) will be assistant superintendent of
motive power. The headquarters of the mechanical de-
partment mil hereafter be at Omaha, and there Mr. Mo-
Connell will be located. Mr. Mertsheimer's headquarters
will be at Cheyenne. Mr. John Wilson, assistant superin-
tendent of motive power, who has held that position under
several administrations, is to resign. He was offered the
position of master mechanic of the Nebraska division, but
declined it. Mr. McConnell, the new incumbent of the su-
perintendeucy of motive power, is an old Union Pacific man.
He learned his trade at Omaha under his father, Robert
McConnell, dming the Congdon regime. He was after-
wai-ds master mechanic at North Platte. He left this posi-
tion to enter private business at Omaha about five years
ago, and has remained there in private business, we be-
lieve, up to the present time. Mi-. Middleton, who goes
out of office purely because of a change of administration,
has a host of friends who will feel now, more keenly than
ever,regret over his lea-ving the Louisville & Nashville and
his subsequent acceptance of a position of notably uncer-
ta'n tenure.
Mr. J. Kyle, mechanical foreman at the Toronto shops of
the Canadian Pacific railway is one of the few old timers
now in active service who were connected with the me-
chanical departments of railways when the latter were in
their very inf.mcy. Mr. Kyle was an apprentice under
Geo. Steph -nsi.a. eomn;
When Mr
der Waltci
of the Hud
Hudson Ri-
■ncing with Mr. Stephenson when
'.;ii^ with him for seven years.
- iiiitry he went to work un-
|..-rintendent of motive power
. now New York Central &
II Buchanan, now superintendent
of motive power of that i-oad, was at that time shop fore-
man of the road. Mr. Kyle left the New York Central to
go to the Grand Trunk, with which road he served 18 years,
always in the mechanical department. I^eaving the Grand
►Tnink he went to the Toronto. Grey & Bruce Ry., and later
to the Canadian Pacific, with which latter road he has been
for six years. Mr. Kyle, thoutrh ailvaueeil in vears and a
hard workersince boyhood, is li.-u I- n, ..- . si,|.. i-\ ision of
the work at the Toronto shops. II i .. ited in-
quiries and iis a result thinks him .. : ,,,'. .ippren-
Kyle's sons have aU been mechanics. One, a very promis-
ing mechanic in the Canadian Pacific shops, was killed on
the roa<l. Another is now locomotive foreman on the Can-
adian Pacific, at Chapclau, and still a third is locomotive
engineer on the same road. Mr. Kyle's son in law, Mr. G.
Preston, is master mechanic on the Canadian Pacific at
Toronto.
SUPPLY TRADE NOTES.
—The Boston Belting Co. furnished over thne-quartura
of a million feet of air brake hose to the leading railways of
the United States during 1890. To a single western road
over 100,000 ft. were sold. Its recent enlargements niuke.'^
this concern the largest manufacturer of mechanical rubber
30
THE RAILWAY MASTER MECHANIC.
goods in the world- Its histoiT" is coincident \vith the be-
ginning and development of rubber manufacturing in this
countlT. In one of its buildings, still standing, Goodyear
worked and experimented for several years before discov-
ciing his method of vulcanizing rubber. The intelligent,
progressive and courteous management deserves the great
success which it has attained.
—The Utica Head Light Co., (J. A. WilUams & Co.) of
Utica, N. Y.. has recently completed an addition 40x60 feet
to its works, and has also put in some new machinery.
—The "Pullman Cash Balance Co.,"' of Rochester, N. Y.,
is the way in which one of our contemporaries has it.
That's just the machine we all want ! If the company in
question will drop its "sash balance.'" excellent as it is. and
push a machine that will enable the railroads to balance
their cash they will he shearing coupons in no time.
—The Safety Car Heating and Lighting Co. send us a
handsome pamphlet in which a large number of letters from
railroad men giving their opinion of the Piutsth system of
car lighting is given. The pamphlet contains a beautiful
half tone full page engraving of the interior of one of the
famous Baltimore vS: Ohio "Blue Line" cars, which are
equippt'd with the Pintsch light.
— Tlie Litofugc Manufacturing Co. has just established
an agency at Chicago at Nos. '3 and 4 South Canal street.
corner of Randolph. The agency is in cIiiiiltc of .Mr. 1". (.'
Spooner. This firm, as most of our read-i s kni'W, hkiIo^ a
specialty of boiler cleansing and presei \ ii,- . ,,ir.|M.iiii.K.
and uniei takes yearly contracts for removini: ;in.l i.ro\riit-
ing scale in all kinds of boilers.
— The Westinghouse Air Brake Co. has filed a bill against
the Lansberg Brake Co. of St. Louis. Infringement is
claimed upon certain patents granted to H. H. Westing-
house, Geo. Westinghouse and H. S. Parke.
—The Rue Manufacturing Co., of PhUadelphia, Pa., has
published a catalogue describing and illustrating its little
giant, fixed nozzle, and unique injectors, and its boiler
washing iind testing apparatus. The catalogue, which is
in pamphlet form, is well printed on good paper, and is
■a ,-t
assistant to the president of
k Co., is now general super-
lu Railway Equipment Co.,
with he
-Josephus PI. Illy. Tl Broadway, New York, has re-
cently completed a notably large contracted for skylights
for the machine shops and foundry of the Walker Manufac-
turii]- c... ill i.'leveland, O. This work, which was re-
I i^t issue, was for two skylights 300 ft.
nid two iJV.i ft. long by 10 ft. 9 in. wide
'ps;and two Hi ft. long by 10 ft. S in.
• ■' -iig by 12 ft. wide, and two 70 ft. long by
5 ft. 0 in. wide fur the foundry, making in all 35,000 sq. ft.
of glass. Mr. Plenty is also erecting four skylights for the
new Pennsylvania Ry. depot at Jersey City which aggre-
gate oSi ft. in length by 246 ft. in width. He has also secured
the contract for the-new Lincoln Park, Chicago, palm house,
which mil be ITOxlTO ft. and about 60 ft. high, and the con-
servatories to be attached thereto. This palm house -will,
we are assured, be the finest range of glass in the world.
— Mr. J. T. Woodward who has charge of the Canadian
agency and manufacturing of the Consolidated Car Heat-
ing Co., at Coatieook, P. Q., has become interested in the
Norton improved compound jack and has resigned his posi-
tion with the Consolidated Company. The Consolidated
Company and all Mr. Woodward's friends join in wishing
Mm greatest success in his new enterprize. The Consoli-
dated Car-Heating Co. agency and manufacturing in Canada
has been placed under the direction of Messrs. Sleeper &
Akhurst, of Coatieook, who have an extensive business and
are large makers of machinery. They ^vill give special at-.
tention to the manufacturing of the Consolidated Company
devices for Canadian roads.
— J. A. Fay & Co. (wood-working machinery), Cincinnati,
Ohio, write to the American Machinist that their orders
during the year 1890 were over 13 per cent, larger than for
the year previous. They have made quite an addition to
their buildings, have purchased a large number of new ma-
chines, and the force has been increased to the full capacity
of the present plant. During the year they have added
several very important labor-saring machines to their list
of tools for cutting wood. Their foreign trade has been ex-
ceedingly satisfactorj-, and has steadily increased. They
are shipping a large number of their machines to the prin-
cipal countries of South America.
— The year just closed has been one of increased business
with the Universal Radial Drill Company of Cincinnati.
Ohio. They have acquired the sole right to manufacture
the 17 inch and 20 inch su'ing engine lathes formerly built
by the C. A. Gray Company of Cincinnati, who made the
sale in order to make more room for their planer business,
which they ivill hereafter prosecute as a specialty.— [Iron
Age.
— The Consolidated Car Heating Co. has entered suit
against the Martin Anti-Fire Car Heater Company for in-
fringement of the Cody patent-- toverin^ piping in cars and
has asked for an injunction tl ii > • I i ,i usi- and that
damages may be awarded 1..1 i it The Con-
solidated Car Heating Co (|^^ I - II lit
—Mr, E. A. Smith, assist.vi ,i miu\ i the Consoli-
dated Car Heating Co , has been apixiinted purc'hasinj;
agent for that company.
—The Energy Manufaetm-ing Co., of PhUadelphia, Pa
have issued .i new ]>rii-e list, which contains descriptiouh
and tUusti It Mils iiiil im-'s vf their extensive line of im-
proved p.iti 111 [iMitihli tope hoisting machines, elevator
gearings, li. in li \\.i\ tiwists friction driven center giinders,
adjustable ..Idiupmg bli.cks, screw blocks, etc. Copies may
be had by addressing the company at 1115 South Fifteenth
street, Philadelphia, Pa.
—The Weir Frog Company, of Cincinnati, which has
hitheito iisi .Miliit [11 lilts photographs and lithographs for
Its \\ork t 1^ ii-f till; nut its first catalogue, .lud we
must s.n il ii I' Ills 1111,1.. .1 very good beginning. The
letterpi.ss . n^q.n in^^ imik-i .lud biiidini; .ir. .ill good, and
the whole .trr.ingL'ment of tli. . it i .hi- m ukL.l by a dis-
play of excellent taste. Tin , nns illustra-
tions of the various frogs. s\ i ...mi^. switch
-">!i.i|| I '1 ( I 111 \ I Co. Lciebrated in .i
'luiit .\ I ,r the establishmciii
.1 111. ,^ 1 . II ,1 \ .,, When these work~
h. p. to run the tools. Nov\ the w ui ks require two engines
aggregating 250 h. p., and the regular working force num-
bers '380 men The additi ms to the shops completed last
year cost .iSfi.DJO. The western office at 24 West Lake
street, Chicago. E. W. Buss, manager, is giving good re-
turns and its business is steadily increasing as the quality
of the valves made by this company becomes better known
— The Canadian Pacific Railway and the "Soo Line" have
lately awarded, as we have already noted, considerable
contracts foi . .u tu'.iliutrto the Cnnsulidated C.ir Heating
auu .Duu |, I - I I ,11 is'ii opens
well for the CoiisoluLiti'd C.a Hcitiiig Co i\ hich has also
good orders lately received from the Boston & Maine, the
Old Colony, the Fitchburg and the Grand Trunk Railways.
THE OFFICIAL RAILWAY LIST.
I\TEK\\Ti.>N\i & GiiEAT NoRTHEKN-.— Thomas Campbell
appointed receiver, vice J. M. Eddy, deceased.
Kansas CiTV, Ft. Scott & Memphis.— General Superin-
tendent W. W. Fagan resigned.
Kn.).\MLLE, ClMBEKHNO Gap ^S: L. h ismli.e — J. R.
Tuvlor -ippointpd ^iip.-iinti ii.lnit vi. o M.i) ,T W Wilson,
Klntilki CtNTKAL.- MUton H. Smith elected president.
Lehigh V\LLEi.— J. W. Lattig, superintendent of tele-
graph, resigned Superintendent A G Brodhead of Beaver
Meadow division, deceased
Ml. I I
eiit M.
inu-s H Ph\-
-R C. Curtis ap-
1 di^-ision, with
3 C. N. Yeamans,
Changes for the Uoath of January, 1891.
Atlaxtic & Danville.- I'he following officers elected:
R. M. Stuart Wortley, president; J. Rosenbaum, secretary;
Charles H. Cromi-vell, general manager.
Boston & M.mn'e.— w! T. Donavan to succeed D. C.
Pt escott as assistant general freight agent.
Bradford, Bordell & Kinzia.— Geo. L. Roberts ap-
pointed receiver.
Chicago, Ft. Madison & Des Moines.— E. F. Potter to
be superintendent at Fort Madison, Iowa, -vice W. P. Scott,
resigned.
Cleveland, Cincinnati, Chicago & St. Loris.— S. H.
Haii-ington, mechanical engineer, resigned and office abol-
ished.
Choctaw Coal & R. Compant.— E. D. Chadick, of South
McAlester, I. T., and Ftancis I. Gowen, of Philadelphia,
appointed receivei-s.
Clevelano, Li.KUN & WuEELixG.—E. R. Perkins elected
president. A I I ^i lii . I uiiiiijf.'rlain deceased.
CoNc .. V III 1 ;co. W. Storer appointed as-
sistant ^'||l ■ _. i^iiit. D. L. Prescott appointed
general fi. il r ij. i
CoXNEiiK I r Ki\ i;k.— H. F. Sampson appointed superin-
tendent and H. K. Howard .-ippointed freight traffic man-
ager.
CoLUMBis SotTUERX.- Samuel F. Pan-ott, general man-
ager, resigned.
Baltinioi.
eut and C K
Delauahi..
appointed gci
Ohegoxiax.— Superintendent Charles N Scott retired
from the duties of that position, the road ha\iug passed
under the management of the Southern Pacific system.
Okeoon Improvement Compvn^ — W. H." SUrbuck
elected president.
LiM — C L Scroggs appointed general
W Hibbard, who has resigned posi-
division superintendent, i
Philadelphia, vice M. E.
PlTTsHiio.n. .Mvuin\
I It . I It 411 .\ nth 1 tth street,
I '111. V..II .M.istor Mechanic
-Superintendent L. K. Lodjfe,
Ri( iiMi iM V 1 1 1 s 1 1 I I Superintendent Wm. H. Green
to be geiii'iMi nKiii.iger. nee Pej-ton Randolph, made third
SvGiN M\. Tl si on & Huron.— W. V. Rosevear appointed
assistant general freight agent, with headquarters at Sagi-
naw, E. b.. Mich.
Seaboard Air Line.- R. H. Hood appointed chief en-
gineer, with headquarters at Raleigh, N. C.
St. Lovis .fe SorTHWESTERN.— Under the foregoing title
the St. Louis, Ai-kansas & Texas U. will henceforth be
St. Pail & DiLrTH.— George D. Brooke to be master
mechanic vice Chas. F. Ward, resigned.
Southern Pacific— Superintendent James Deitriek, of
the Visalia, Goshen, Fresno and Yosemite divisions, re-
signed.
Union Pacific. — Harvey Middleton, superintendent of
motive power and machinery, with headquarters at Chev-
enne, succeeded by Joseph H. McConnell, foi-merly
master mechanic at North T*l:itte. h.i;i.l.|n:ifters to beat
Omaha. Fi'ed ML-iit/liiiiinr ti. in' .\lr .\li i ■.nm.iirs assist-
ant, with he.idqiKiiii r . ,i iin \Vilson, re-
signed. J. H. Mai. I. ' _ 'i II .'*■ I of eastern
division and .Tolin i. 1|. hi . .. ,. i n n. Frank H.
Keeshan iiiiooiiit. .' .-- . .r N'ebraska
pointed .i--.'!.
withhcaii.411,11
to the presiden
Western &,
builder, resigned
giied.
William Kinyon,
position merged into tha
-M. M. Rogers appointed chii-
at Denver, Colo.
KRN.— F. C. HubbeU appointed |
mern.— The following apiiointr
Denver & Rk
I'll , ,, , , W. K. Christie, foreman loco-
I i I ■ >. foreman car repairs: A. P.
> I I- and W. J. Callow storekeeper,
1-1 I ! • I - ■ I I 1 1 N n & Georgia.— J. A. Broyles
appoiuivii 111.1.SU1 ,.1 ii.iiub of Georgia division, vice J. A.
Dioege, resigii..d.
Great Northern.— W. S. Alexander elected president
and general manager of Eastern R. of Minnesota. '
thousaii
This
til.-' traveler
I ill.- through
- long, ilfu-
. .u^di a mountain
England and pas-
After the ride
> this panorama of
Rotterdam
are & Hudson Canal
Ti-ov to Boston.
THE RAILWAY MASTER MECHANIC.
WALTER D. CROSMAN, Manager Editorial Department
EDWIN N. LEWIS Manager Business Department.
MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the interests of railway motive power, equipment
and machinery. Communicationfl on any topics suitable to these
columns are soUcitcd.
Prior to January 1, 1886. this journal was known as The Rail-
way Purchasing Agent. It will still In Its new and wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
Subscription price, $roo a year. Advertising rates and details
concerning circulation given on application to the office by mall
i)r in person. Address
THE KAIUVAV MASTEH MECHANIC.
The Kooliery, Chicago. Ill
New VoiiK Office: 4.5 Broadway, Room 148.
Tlie Offlcial Railway LUt U pubUslied by IWn
foi' silver bullion to contain 98 and i
H9
savintr i
the
■ of thii
upler (lufing the tran&iition
{fi-eatly augmented
,..coouuo ui Oliver would not revealed. In the same were the uoiiplers in general use. We may look for
article effort was made to throw discredit upon the some curious replies to the second question, but they
pi'actioe of analyzing soap used for railway purposes. ' should, as a whole, be of service in bringing out ex-
pressions of views as to the value of the various auto-
of lead, and it is a fact that in assaying for lead the I period, which saving would be
revealed. In the same were the couplers in general use.
VOL.
CHICAGO, ^L\KCH,
[NO.
In a di.scussion on car painting brfoiv the New Eng-
land club Mr. Bi'own, of the Old Colony, suggestively
urged that the care of cars while out of service should
be left with a practical painter, stating that one ignor-
ant or careless man could abuse a car enough in one
hour to keep a dozen men busy many hours repairing
the damage. This, following a statement made by Mr.
Walton, of the New York, Providence & Boston, that
he had detected car washers using boiling water and
iven ammoniated water, together with numberless un-
lecorded observations of reckless tieatment, suggests
sli'ongly the need of intelligent care of the paintt^d
.-.iirfaces of cars after they leave the shop. Car paints
ai-c intended to withstand severe conditions but not
iiuti-ight abuse.
The old question of light or dark colors for coach
e.xterioi-s came up at the New England Club last
month. The feeling was apparently that the darker
colors were the more pleasing to the eye, while they
did not wear so well as the light colors, and at the
same time absorbed more heat. It was not estab-
lished that these differences were great, however.
It would appear, therefore, that taste alone should
govern, for it is true of exterioi's, as was said of in-
toiiois at the same meeting, that no car is complete
unless made attractively tasteful, and that such a car
ii.akes distances shorter and travel i)leasanter to the
pas.senger. Mr. Adams, of the Boston & Albany, who
has long favored white passengei- cai's, stated that the
New York &, New England was about to put on two
tr-ains painted a pure white. Such cars would Ix; very
atliaetive when fresh from the shops, but exi)erienco
with white postal cars shows that they .soon Ix'como
ugly with ilii-t and stains.
With the manifest piu'pose of discrediting the test-
ing dei)artment of the Union Pacific Railway in par-
lieulai-, and testing departments of all railways in
giiu'ial, an Omaha paper discusses in a sarcastic man-
1MI-. to the extent of nearly a column, the various
lines of woi-k pei'formed by the testing department of
till' Union Pacific, and closes with a little story con-
' ■riling a recent assay made. The story is to the
eifiet that a car load of supposed lead was received
fmm a smelting works and assayed to determine the
]iiiientage of lead contained therein. The assay
^hcnved 98 per cent, of pure lead. Subsequently, the
writer goes on to relate, the smelting company dis-
lovered that it had lost a car load of silver bullion,
and in tracing up that car load found that it was the
identical lot of bullion which the railroad company
had received by mistake and which its chemist
bail foimd to be 98 jjcr cent, of pure lead. All this
«;i.s very funny of course, and on the surface indicated
lliat the testing department of the Union Pacific
Hailroad was pretty careless in its methods. The
story very nicely rounded out the attack on the Union
Pacific testing department and very dramatically aj>-
peared in connection with the brief statement that
the department was to be abolished. The humor and
jmint of this little story disapjjear, howevi
is known that the result of the assay was
out of the way. It is not at all an
If the writer of the aiaicle in question knew the
eflfects of certain ingredients sometimes found in soaps
upon the painted surface of a car he might have re-
frained fi-om trying to lie so funny on this point also.
SOME one has well said that '"it is clear that in
whatever it is our duty to act those matteis also it is
our duty to study." A correspondent in commenting
tijjon the apprentice system described in our last issue
urges that railway shop apprentices, and joui-neymen
and officials as well, should advance themselves in
their chosen avocation by reading mechanical period-
icals. It is the natural tendency of many men, if not
all, to get "in a rut" and placidly trundle along
therein through life, and this tendency can only be
overcome by refusing to live a self-contained and self-
contented life. One must open his eyes and look
about in order to keep up with the times: but one can
not see far without travel, and as even with the most
assiduous travel the field could not be covered, the
rest of the world must be seen through books and
periodical literatui'e. A good jxiint is made by our
coi-respondent in urging that a mechanic to be pro-
gressive must be a student as long as he lives. This
is true. One cannot master a half dozen or a hundred
standard books on mechanics, for instance, and then
consider his study or reading as closed— that is if he
ishes to be progressive. He must keep up with the
periodical literature of his trade as well— and the new
books too. It is idle for him to argue that he cannot
afford it. As our correspondent suggests, he more
than likely spends far more than the requisite sum
for a class of literature which, while having its true
claim for consideration, yet should not crowd out the
technical reading which every mechanic should fol-
low. It is too true, as suggested, that a person may
follow good technical reading without profiting thei-e-
from. But such a person is either naturally lacking
in the capacity to be taught or is not in love with his
trade— and such are almost beyond hope of help.
Those who cannot or will not learn further are, some
of them, good mechanics, it is true, but they will
never rise, for either their misfortune or their wilful-
ness will always keep them down: those who are not
thoroughly in love with their work had better, for
their own sake, leave it at once and seek something
raoi-e to their taste.
inatie couplers which are not of the M. C. B. tyix).
The thii'd question is a loader, and we do not exjiect
that it will bring out much of jjermaneut value. It
covers a very wide field and one which the results of
the current season's club discussion would seem to in-
dicate as tetter left alone for the present. To the
fourth question there would seem possible but one
answer, and that an affirmative one. We were not
aware that the efficiency of the coupler had been
called in question. The committee having this sub-
jei't in ihiusre is a strong one, and, if it is not forced
liy rii'.-ninsiai s to again report progress and ask for
a .■.mtiniiari, , . «ill no doubt thi'ow imjiortant light on
It will be rememljcred that the committee of the
Master Mechanics' Association on car couplers made
an informal report last .June that it could not at that
time recommend the endorsement by the Master
Mechanics' Association of the M. C. B. type of coup-
ler, it not being considered that its mechanical fitness
had been at that time sufficiently well established to
warrant a formal endorsement. The committee was
continued and will re[X)rt at the coming .Jtme conven-
tion. It hits issued a circular of inquiry, which we
give elsewhere, in which the views of the members
of the Master Mechanics' Association are asked upon
four points as follows:
1st. Do you recommend the introduction of the vertical
plane type of coupler kno\vn as Master Car Builders' stand-
ard for freight cars as an element of safety to human life,
and can you endorse it, viewed from the standpoint of
economy i
M. If you have a preference for another style of coupler
that will accomplish the results sought, please give its name
and general features of construction.
■id. ^\'hat changes, if any, would you recommend in the
vertical plane (M. C. B.) type of coupler as at presented
constructed 1
4th. From a mechanical standpoint, do .you regard the
Master Car Builders' standard coupler, as at present con-
structed, as efficient as any known device for the purpose
intended?
To the first half of the first question an affirmative
response may be expected from the majority of the
>r and i members. As to endorsing the coupler from the
den it j standpoint of economy we doubt whether a decisive
at all I answer can be made. The few figures that have been
thing I compiled as to economy indicate that there is some
The manager of a new road just starting in business
has a most Ix-wildering array of titles from which to
select an appellation for the officer that he places at
the head of his mechanical department. To satisfy
our own curiosity as much as anything else we under-
took the lalxir of finding out what the heads of me-
chanical departments are called upon our various
railways. We append a list of the various titles em-
ployed, giving therewith the niunber of roads upon
which each is used, and presenting the titles in the
order of the favor in which they are held. It will be
seen that the simple title of master mechanic leads by
a very large majoi'ity. It is followed, although a long
way in the rear, by the title of superintendent of
motive power and machinery, which in turn is closely
followed by su|)erintendent of motive power. The
figures as ascertained by a careful study of the Official
Railway List ai'e as follows:
Master mechanic, 397.
Superintendent of motive power and machinery, .111.
Superintendent of motiTC power, 87.
Foreman of locomotive repairs, 10.
Mechanical superintendent, 9.
General master mechanic, 7.
Superintendent of machinery, 7.
Master of machinery and foreman locoiuoiivc and car re-
Superintendent of motive power and rolling stock, gen-
eral superintendent of motive jjower, master machinist,
superintendent of rolling stock, superintt^ndent of motive
power and rolling equipment, superintendent of motive
[lower, machinery and rolling stock, general foreman of
shops, 3 each.
Superintendent of machinery and rolling stock, master of
rolling stock, superintendent of rolling stock and machin-
superintendent of machinery and motive power, super-
intendent of locomotive repairs, general foreman of locomo-
res, superintendent of equipment, master of motive power
id machinery, general foreman, foreman of shops, one
eh.
Note.— Bearing title of M. C. B., together with some one
of foregoing- a few cases only. There are four cases where
there is a master car builder alone, and 71 cases where
there is a master car builder \vith some one of the foregoing
ofBcials on the same road. Four roads have a superintend-
ent of ear department.
The ideal title should be comprehensive and exact.
It should not be cumbersome, and on general princi-
ples its euphony should be studied. While not pre-
suming to suggest such a title, we must confess to a
sneaking fondness to the Canadian title, that is, me-
chanical sui)erintendent. This seems to tell the whole
story as smoothly and briefly as any of them, and at
the same time possesses a dignity as strong or stronger
than is found in ''master mechanic," the dignity of
which latter, though inherent and pronounced, is
lessened by frequent application to division officials.
KiRKALDY says in his conclusions on the physical
testing of metals that "the respective merits of vari-
ous specimens can be correctly ascertained Ijy compar-
ing the breaking atrain jointly with the contraction of
When the material is uniform in quality the con-
traction of area at fracture will be found to follow the
udongation, that is, if the metal sti-etehes it will draw
THE RAILW^AY MASTER MECHANIC.
MAmH,1891
down at fi-aeture. The greater the elongation the
greater the reduction, and vice versa. An inspection
of i-ecords of tests on iron and steel extending through
several years, proves conclusively that in good iron an
elongation of 25 to 30 per cent, in four inches will be
accompanied by a reduction of area of 40 to 50 per
cent., and while it is customary to consider the
elongation and ultimate strength as the measure of
the quality of the iron, the ultimate strength and
reduction of area would give equal confidence as to the
quality of the material. An advantage of considering
the elongation rather than the contraction is that the
former may cover any length of the bar, while the
latter is purely local.
It is customary to consider the elastic limit, ulti-
mate strength and elongation, in deciding upon the
fitness of iron and steel for constructive purjwses. The
contraction of fracture is of little value except as a
check on the ductility of the metal in question. If the
strength and ductility are good, the reduction of area
cuts no figiH-e— it occin-s after the ma.\iraum strength
has been reached and rupture begins, and is therefore
unnecessary to be taken into account if the elongation
is known.
In the Iron Age recently Mr. P. Kreutzpointer
quotes many authorities on the question of ''Contrac-
tion as a Quality Measure," to the general conclusion
that the contraction of area at fracture is not a reli-
able measure of the quality of iron and steel, because
"it is an e-xponent of local conditions rather than of
the uniformity of a metal."
The true value of iron and steel should be the elas-
tic limit and stretch at that jwint, for when the elas-
tic limit is reached the material begins to deteriorate.
The contraction and elongation from the time of max-
imum strength to rupture are useless in estimating
the value of iron and steel.
But practice has shown that iron and steel which
show certain physical properties in the testing
ing machine will be very satisfactory in service, and
for this reason we find the specifications of all the
large railroads calling for a certain tensile strength,
elongation, including fracture, and often contraction
of area, and inasmuch as it is more convenient to pull
a piece of iron to destruction and measure the elonga-
tion after fracture than to obtain the elastic limit and
stretch at that point, the si^ecifications will doubtless
continue in force even if thev are theoreticallv defec-
ST.\NI>.\lll>
It is universally admitted that In adopting standard
dimensions for locomotive driver wheel centers the
Master Mechanics' Association took wise and bene-
ficial action. As time passes the efTorts of those who
inaugurated and were active in securing the adoption
of these standards, and the value of what they accom-
plished, are more and more appreciated. The rail-
roads, the locomotive builders and the manufacturers
of tires have all teen bsnefited by the action.
Is there any sufficient reason why a scale of stand-
ard dimensions for the centers of steel-tired car-
wheels, should not also be establishedV This is a
question which is likely to be raised at the next meet-
ing of the M. C. B. Association, and some preliminary
discussion of it in the railway clubs and papers would
not he untimely.
The differences in the practice of master car
builders and master mechanics as regards
the thickness of tires of steel-tired car-
wheels is considerable. Why there are such
differences is not easy to understand. Those who
insist on a 2 inch tire used to argue that a tire of that
thickness would wear longer proportionately than
one 3 inches or even 2i inches thick, for the
reason that the process of manufacture neces-
sarily resulted in the thicker tires teing softer
than the thinner ones. The experiments and
tests, however, of the last five years have not only
failed to sustain this position, but have established
the fact that there is no appreciable difference in the
wearing qualities of a two inch and a four inch tire.
So far as we are aware there is no decisive evidence
to the contiary. But. whether with or without rea
the differences in practice continue. A. orders two
inch tire for his car wheels, and will not listen to a
suggestion of anything different: B, wants two and a
quarter inches and will take nothing else: C, holds
to two and a half inches as the only reasonable and
proper dimension, while D insists on another quar-
ter of an inch, and is certain that he is right. The
It is that the wheel maker must have five or six
i of wheel centers for each size of wheel. The
center of a 36 inch wheel may he 30 in. in diameter or
.30i or 31 or 3H or 32, with occasionally, pei'haps,
sizes varying by quarter inches. The manufacturer
of tire is also hampered. He is, as regards car wheels,
in the same condition of uncertainty that he was in
with respect to locomotive driver tires before the
present standard driver centers were adopted. He
cannot accumulate a stock, tecause at any time some
master mechanic or master car builder may take it
into his head that a sixteenth of an inch thicker or
thinner than anybody else's tire is absolutely neces-
sary to make his wheels just what they ought to to.
Is it not totter that the centers of steel-tired wheels
should to uniform and let the variations be in the
outside diameter of the wheels? This diameter is a
varying dimension necessarily. A 36-inch wheel is 36
inches in diameter for only a short time.' Why not let
all the variations attach to the varying dimension':'
By establishing, say three, standard dimensions for
car wheel centers the tire and wheel manufacturers
would to tenefited. The railroads also would reap a
tonefit. Not only could they depend upon a quicker
filling of orders than can to the case where both cen-
ters and tires must to manufactured after the order is
filled, but they would to relieved fi-om the necessity
of carrying large stocks. The manufacturers would
carry the stocks and the operating expenses of the
road would to correspondingly lessened.
THE I.nPORTANCE OF SKILLFDL INSPECTION.
The great improvements in the art of car building
and the increased use of special appliances atout a car
have materially raised the standard of the qualifica-
tions which should to possessed by car inspectors. It
is doubtful if railway officials realize that heavy ad-
ditional responsibilities have toen placed on their in-
spectors in the last few years through the improved
appliances now in use upon ears. These added re-
sponsibilities require men with as much mechanical
ability as either a carpenter or a machinist to inspect
cars and to to able to properly adju-st and thoroughly
understand all the modern impi'ovements on railway
equipment that are in use at the present time and
that ai-e toing constantly added. We are inclined to
think that there are a great many officials who do not
think anything about this matter, judging from the
amounts they pay their inspectoi-s. In looking over
the different roads we find that the most prosperous
ones are those that employ numtor one men at a fair
price, or at least a little in advance of the average
pay, thereby securing men of intelligence and tem-
perate habits. Through such men they are protected
by not having cars in defective condition wrongfully
foi-ced upon them for repairs. It is very often the
case with a road paying less than the average wages
for such work that it is compelled to hire men that
other roads have discharged for intemperance or in-
competence. On account of such low wages first class
men will not apply to them for place, and if they
should it is done only as a temporary makeshift until
such time as they can secure situations elsewhere.
The employer of cheap insi»ctors thus loses in an-
other way through the obvious evils of frequent
changing of men.
The simple duty of inspection and reporting the re-
sult of same for record is not all that is required of
an inspector. He very often has to exercise a great
deal of careful judgment tocause of the different classes
of cars and of freight, and the varying extent of the
defects which come under his notice. The question
for him to decide frequently, is, shall a defective car
to permitted to go forward with a card in its bad con-
dition, or shall it to sent to the repair track for re-
pairs, or shall its load to transferred. Now if such
cars should to loaded with freight that is liable to
damage in transferring, the transfer should not be
made imless it is absolutely necessary "and repaii-s csin-
not to accomplished without doing so. Then, again, if
a car to marked for the repair track and it to found
impossible to make the repairs without transferring,
there would occur an unnecessary delay to the freight
on account of the jHJor judgment displayed by the in-
spector. Again, the inspector might permit a car to
go out on the road with a defect that he might erron-
eously consider slight and of small importance, and
tofore arriving at its destination the car would break
down and cause a very serious accident, resulting in
toth loss of life and property— all chargeable to the
incompetency of the inspector. Yet in fact the com-
pany itself would be at fault in employing such men.
The inspection of cars is one of the most important
branches of railroading, and through it a vast amount
ef money can to saved or squandered according to the
ability of the inspector. The cost of repairs to one
car may far exceed the wages of a good inspector for
one month. So in this department alone there is a
chance to save good money for a company by having
first-class men, as any official may find out upon a
thorough investigation of the question.
Considering the large numtor of improved appli-
ances now in use it would seem to be to the interest of
railway companies to consider a further suggestion
that they each employ a chief car inspector, to whom
inspectors at all points of interchange should report.
With these inspectors subject to the orders ai i in-
structions of the chief inspector uniform principles of
inspection could to better enforced. If such a plan
were adopted and a system of marks established for each
inspector and interchange point a higher grade of in-
spection should to attainable. Moreover, with such a
system of marks any inspector receiving a card could
tell at what point on the road the car came from, and
the movement of the latter could to traced up in a
short time. The chief inspector would thus to enabled
to keep close track of the quality of the work done
and quickly locate the incompetent men, whom he
could replace or undertake to educate to the necessary
point of efficiency.
ELECTKIC.1
APPLIANCES FOR RAILWAT USB.
One of the most interesting subjects to to reported
upon at the coming Master Mechanics' Association
convention in June is that of "Electrical Appliances
for Railway Use." Although this is the first official
recognition of a comparatively new department in
the practical operation of railway mechanics, it is not
likely to to the last time it is heard from. The sub-
ject broadens daily, in spite of the fact that its px-ac-
tical importance is somewhat obscured in the minds
of mechanics by the visionary prophesies and schemes
of fanatics, who readily find in the region of the
mysterious a panacea for all the ills to which the
flesh of the overworked railway man is heir. But we
venture to say that even now the committee will not
to obliged to trench upon future possibilities in lining
out a large field of usefulness for this handy agent in
the conversion and utilization of energy under its dif-
ferent forms.
The applied science of electrical engineering had
its birth over sixty years ago in the masterly re-
searches of such men as Faraday, .loiile and Henry,
whose beautiful experiments were considered to be in
the nature of scientific toys, until their teachings were
understood and their application expanded during
the past decade by practical engineers.
There apjiears to be a popular impression that rail-
way master mechanics are a conservative class of men
opposed to innovations; they are, however, keenly
alive to improvements oi- devices which promise to
effect economy in shop management or locomotive
operation, which are mechanically of such a nature as
to commend themselves, and which do not require
too minute an examination into abstruse theories for
an imderstanding; they are as a class too busy for
theoretical researches. Electrical engineers must,
therefore, offer devices which will commend them-
selves mechanically to the practical man.
The duty of the committee here referred to would
seem to to twofold; first, to advise master mechanics
of the successful operation of electrical appliances in
railway work and the directions in which they might
s 5 s gL-
§ ^
s- t
&, to
■o » » S
=-•'§
s;. ,<.
'^ s ~ s
- ? ^ a
I
5S
S S
6" S -:
5 ■ ^"3
•^
March, 1891
THERAILWAY MASTER MECHANIC.
t» prutitably inti-oducod: second, to inform L'lectiical
onginoers of the field existing for the exercise of their
inventive genius.
The department of electricity which at present has
widest application in i*ailway work is the telegrai)h.
We need not stop long to realize the surpassing im-
portance of the subtile agent in the safe dispatching
of trains: that the marvelous growth of railway lines
in the unsettled west is partially due to the develop-
ment of the electric telegraph cannot be doubted. To
make this clear we have only to consider that the ex-
tension of these roads is made possible by rigid econ-
omy in building and operation, and that unless the
dense and variable traffic commonly handled could be
safely conducted on single track lines, opei'ation
would be in many cases impossible, duplicating the
lines being out of the question. The clastic capacity
of our western single track railroads is a source of
wonder to foreigners, who have not taken full advan-
tage of train dispatching by electric telegraph.
' As traffic becomes more dense, a small first outlay in
electrical signaling devices permits of increased safety
and makes the running of trains less liable to acci-
dents from human fallibilitv: this is accomplished by
devices made more or less automatic by electricity.
Tile field in this department is large, and now such
devicL's are rapidly growing in favor.
In the special province of the mechanic the applica-
tion of electrical devices is beginning to be seen.
Probably the most promising is in motor work. The
reversibility of dynamo machines was discovered acci-
dentally a few years since only, and was the starting
point for the development of an entirely new field—
the conversion of mechanical energy first into electri-
cal, then its distribution at a distance by wire and
finally its reconversion into mechanical energy at any
desired point. The steps are analogous to the distri.
bution of power by compressed air, but have the im-
mense advantage over the latter method in economy
of power, convenience of application and first cost of
plant.
In railway shops, where an aggregation of industries
is carried on in one spot, costly expadienLs are re-
sorted to to obtain small powers at some distance from
the central source; and in awkwai-d situations, fre-
quently, hand-work is employed because power cannot
be temporarily shifted to positions for its use. Among
those used may be mentioned, in locomotive shops, re-
boring cylinders, facing valve-seals, drilled work in
boiler repairs, tapping fire-boxes for stay bolts, etc.
All these operations may be most conveniently and ex-
pediently conducted tn situ by small electric motors,
mounted sometimes directly on the tool, and in others
. swung with overhead block and tackle in any place at
will where the jjower may be taken from the motor by
belting.
Small and large overhead cranes and hoists are now
quite commonly rim by electric motors, and this
method promises to soon supersede entirely the
clum-sy and wasteful gearing and rope transmission in
such places.
Transfer tables have heretofore been run by a small
boiler and engine plant on the table itself, requiring
that fire be maintained in the boiler and a skilled en-
gineer always at hand for even very intermittent
work. These will shortly be superseded everywhere
by an electric motor mounted on the table, which
plant consumes no coal when not actually in use, and
requires no special attendant.
For the boiler shop electric i-iveting and caulking
tools have just appeared, and would seem to offer a
very convenient and efficient means for conducting
these operations in light work, at least.
The electric welding machines lately ijerfected are
opening up a large field of usefulness. In railway
work they would seem well adapted to welding .safe
ends on boiler Hues, in blacksmith forging work and
possibly in tem])ering tools. The process also ofTei-s
the most reliable means for uniting dissimilar metals
by welding, an ojieration which is generally very un-
certain In the forge.
It is hardly necessary to siwak of lighting shops;
the standard method is, or should be, by electricity.
Where electric lighting is in use. the plant may be
enlarged with little expense to include any or all of
the above uses, all that is necessary being tu string
motor circuit wires.
Car lighting by electricity has now been dor
strated to be a perfectly practicable, and, in some
cases, a reasonably economical method. The luxur-
ious results obtained by it, at least, induce railway
mechanics to inquir,3 carefully into the progress of
the method, as the question seems cjrtain to become
a more prominent one year by year. The practical
and economic features of it were alluded to at some
length in a paper read before the Western Railway
Club last month, and it is to be hoped additional in-
formation will bj advanced when the subject comes
to bj discussed at the next meeting of that club.
A word of warning to electrical engineers will not
here be out of place: it is, that more attention be
given by them to sound mechanical construction in
their devicas for railway ues. Instrument-makers'
apparatus may serve well for an exposition of a scien-
tific principle in the laboratory, but simply invites
disaster in the rough service of daily use. No truer
words were ever said than those by a certain profes-
sor, who, in speaking before an English society of
engineers, stated that a successful electrical engineer
must first, of all. be a thorough mechanical engineer.
CKTTINCi .IDVKKTISKHEXTS WITH .V (1,111.
The purclKusini. a-.jii ..f ilu, Xew York Central &
Hudson River IJailiiKi.l r.,-,nlly sent out the follow-
ing circular to rail«a\ -iifiply houses:
I am directed to mfuiui yuu that the company does not
authoiTze or counLeuaucc solicitations made by individuals
or organizations for money or aid on aceount of business
i-elations."
That is a very brief circular-K single sentence-
but its importance cannot easily be overestimated. 11
is, so far as we know, the first efl'ort made by any rail-
road company to stamp out a system of imposition
upon railway supply houses which has become un-
bearable. Many a manufacturer and dealer on read-
ing the circular uttered an exclamation of gratitude
to the railroad management which has thus an-
nounced in unmistakable ter^is that it will not coun-
tenance the practice of compelling those who sell sup-
plies to the road to contribute to schemes of so-called
"advertising."
We use the word '•compelled" advisedly, because
the influences brought to bear upon dealers to get
their contracts for advertisements in railroad
souvenirs, shipper's guides, time tables, the pro-
grammes of balls got up by associations of railroad
employes, etc.. etc.. amount to com))ulsion. Not a man
who sells to railroads would ever spend a dollar for
this sort of advertising of his own free will. But when
the "solicitor" comes to him with a letter puriwrting
to be signed by some general officer of a road with
which he deals calling attention to the fact that the
road is a customer of his; that they arc about to pub-
lish something or other which is to have a circulation
of greater or les-s vastness. and intimating that he
will undoubtedly b<.- glad to take advantage of such an
excellent medium for advertising, what can the man
do but yield':' He reads between the lines, as it is in-
tended that he should, and imagines that if his adver-
tisement does not appear in the publication its absence
will be noticed by the officers of the railroad and that
to punish him his name will in the future be left out
of their requisitions.
It is true that in a great many ..i- - ],, Im.i^ ',,, - ■ l,ai
which does not exi.st. These ■'■it i -i
quently given under a misapprili. ! h.
less good nature, or the railway 'iM;.:;! ,, ■,, ,i i, ;!,.
shrewd advertising agent that it he will wiite such a
letter his printing will not cost him anything, and he
co-oiieratcs in the scheme without really knowing
what he Ls doing. It is the man who gets the adver-
tising contracts who profits by the "deal." To work
such schemes is his business and he often has several
on hand at once.
The man who first conceived the idea of getting
railroad officers to solicit advertisements for his own
profit was indeed a genius! Plain prose is too com-
monplace for the i)ortrayal of his methods and the
celebration of his success! Let the muse who delights
The souvenii-s, the progi'ammes and the majis.
Tis with these that we "fly" men can capture the supply
But they s gn our little contracts all the same :
To carry out our plan wo persuade some railroad i
A letter vouching for us to devise
G.F P orG.P A.-onewl,„
Over tickets or freight rates or supplies.
There is power in each initial of these signatures official,
And with them o'er vhe dealers we prevail;
They tremble as they read them, and they meekly lot us
bleed them,
That their business with the railroads may not fail.
The supply men thus we scare them— to refuse us "ads" we
dare them
And we smile as they mutter— "its black-mail:"
We insist with cheek surprising that its really advertising,
And we never- well, hardb' ever— fail!
Although W(. admire and almost covet the nerve
with which lli.s,. s.-li,ni,> an- .■airi.-ii .ml u.- cannot
approve of tl,.-,,,. h, fan ,,.■ ,1 , r.„,.M„l„.r that
anyoneevci-a|.|.nK,.,l il„„,, („„■ ,■,«,! ha, n.nv pub-
bhely diso«n,-.l .•unij.liLily willi thcnc nu'tliuds of col-
lecting tribute from the supply men. It is the gen-
eral hope that this most excellent example will Ix)
generally followed by all the railroads of this country.
The officei-s who manage these great properties owe
it to themselves to lake such action. The methods
referred to are illegitimate and no i-ailroad man can
afford to permit his name to lx> used in connection
with them.
NOTES OF THE MONTH.
In February the New England Club discussed car
painting and varnishing, and will in March take up
"Sc-it;v siaylir.lt< f.ir Lcicciimil iv.-s." The Western
lvail\';i ' -. --■ (i Mr. Uai-r'- |tai)._-r on counter-
bah.i,. ,. ■„ ,i i,,a |.ai...r \,y .Mr. Ceo. Gibbs
on car hjhiiiiL', Ahirli hitt.M- will lir (liscussed at the
March mcttiiig. when Mr. Hickey will present a
paper on improvements in locomotive boiler construc-
tion. The Southwestern Club talked about the sus-
jiension of brake teams and also means to prevent
forgery of defect cards; at the next meeting, to be held
Memphis. March I!), the M. C. B. interchange rules
.ill be taker
up.
Mr. A. M. Waitt. master car builder of the Lake
Shore & Michigan Southern, is. as rajiidly as])o.ssiblo.
standardizing all the equijiment under his charge.
He is not at present making changes in the main de-
sign of the equipment, but is getting all the parts into
standard form, and expects to very greatly reducethc
amount of castings that is now kept in stoclf. When
he gets through, to cite one case, everything on a
passenger car that is beyond the end sills will be
standardized, so that the time and exjiense of j-epairs
this department will be reduced to a minimum.
■ay an- Inking built by the Canadian Loco-
lii-im- Coiui.any. A striking feature of
' !•■ - ^ '■■ - is that their total weight is IKO.fXKJ lite.,
all of which is available for adhesion. The engines
are of the tank form, and have eight coupled drivers
and no trucks. They have 22x20 in. cylinders. 47 in.
drivers and a .")!! in. boiler, containing 2.")0 2 in. tubes,
having a heating surface of 1.741 sq. ft. The fire box
has 1.S7 stj. ft. of heating surface, making a total of
I,87.S sq.ft. The grate area is 2!l sq. ft. The boiler
pressure will be 17.') lbs. Two of these engines,
ranged side by side, are intended to haul a ship in a
cradle at a speed of 10 miles per hour. The dLstance
to Ije hauled is 17 miles, and the track is level and
straight. The maximum weight of cradle and shiij
THK RAIL^VAY MASTER MECHANIC.
]\[,\jicii, 1801
An interesting lecture on the microsfopic analysis
of iron and steel was delivered in Kngland recently by
Dr. Clifton Sorby, the lecture being illustrated by the
stereopticon. In preparing the specimens for exhibi-
tion the doctor cut the metal into a thin, flat slab,
cemented it to glass and reduced it vei-y thin to a per-
fectly smooth, plane surface. Tt was then very care-
fully etched with acid, washed and dried with a
chamois cloth, and afterwai-ds mounted in Canada
balsam. In examination the specimens were illumi-
nated by reflected light. In the lecture, photographs
of the slides were thrown on the screen enlarged to 1 1
ft. in diameter, and the crystals of free iron intei -
mixed with graphite were very clearly shown. Thi>
method of microscopic analysis ought to valuably sup-
plement the work now being done in our railway
laboratories with simple etching.
A 1,200 ton hydraulic testing machine is being
built by the Phcenix Iron Co.. for its own use.
It is built entirely of steel. The hydraulic cylindei'
is M'l in. in diameter and has a stroke of 6 ft. Thi
machine will receive an eye bar .'lO ft. long from cen-
ter to center of pin hole. Readings of pressures art
taken through the medium of mercury gauges.
Dr. N. Aug. Otto, the inventor of the Otto gas en-
gine, died at Cologne. Jan. 2(i. after a brief illness.
Mr. Otto started life as a commercial traveler, but
circumstances turned his attention to gas engines. In
18li7 he. in conjunction with Eugeu Langen, exhibited
a practical gas engine of the vertical type, with fly-
wheels on the top. It was very noisy but the noise
was borne, and the new engine became very popular.
Nine years later the -'Otto silent" was presented and
that engine has since undergone such manifold im-
provements that the gas engine in its practical career
thus quickly attained maturity. Yet the early history
of the gas engine has to go back more than 200 years.
It is orthodox to quote Huyghens as the first in the
field: the series of originators commences, therefore,
with one of the best names of physical science.
Among the papers of the great physicist is one dated
ItUO. on a "Novel Motive Force Darived from Gun-
powder and Air.'' Papin took this idea up in 16ss,
one year after his classical experiment which initiatcil
the steam engine: but he was not satisfied with th.
results. Fully a century later. Street reopened thf
i-esearches by bringing out and patenting a motor
cylinder with explosion by means of a torch. Many
othere followed. Lebon, Samuel Brown. Wright, Bar-
nett. Newton, Bai-santi and Matteucci. Million, and
Lenoir and Hugon. who came very near producing a
practical engine. But Langen and Ott<j"s engine of
1867 was so decidedly sui>erior in the economy of gas
cunsumption that the Lenoir and Hugon engines were
at once put out of the field. Otto's gas engine embraced
the characteristic features of some of its predecessors
—it is rai-ely otherwise in our days— the compression
of Barnett, the cycle of Beau de Rochas. and the free
piston and other advantages of Barsanti and
Matteucci's engine, which was remarkable in many
respects and effected ignition by means of the electric
spark. But engineers remain indebted to Dr. Otto
for supplying an engine which realized and did what
others, who deserve all credit, had been aiming at.
Dr. Otto was an honorable man, esteemed by all who
knew him, and his invention was not a lucky hit. He
was not trained as an engineer, but he made himself
one by hard work and study: and his achievements
prove his gi'eat theoretical knowledge, mechanical
dexterity and fertility of resources.— [London En-
gineering.
The proposed celebration of the beginning of the
second century of the American patent system, refer-
red to in our last issue, is rapidly taking shape. The
celebration will be held in Washington April 8, i)
and 10. 18(11. Five public meetings will be held, pre-
sided over respectively by the president of the United
States: John W. Noble, secretary of the interior;
Frederick Fraley, president of the national board of
trade, and of the American philosophical society:
Prof. S. P. Langley, L.L.D., secretary of the Smith-
sonian Institution, and Prof. A. Graham Bell. A spec-
ial reception will be tendered to inventors and manu-
facturers and the ladies accompanying them, at the
patent oflice. on April 8, by the Hon John W. Noble,
secretary of the interior, and the Hon. Chas. Elliott
Jlitchell, commissioner of patents. An excursion to
Mt. Vernon will be had on April 10, when an address
will be delivered by J. M. Toner. M. D., upon "Wash-
ington as an Inventor and Promoter of Improve-
ments." A i-emarkable list of addresses at the various
meetings has been arranged for, as will be seen by
the apijended array of speakers and topics:
! -^ !. '! t lie supreme court oi
T'.. I ■,,■. .1 ^•..•■■^ A I . I,- .' , ..I l',.ti-iit Law.
L , iu? i\ iit.4,K,ii. M. l-».. l^L.D., uf New Jei-sey, Henry
Professor of Physics, CoUogc o( New Jersey, Princeton.—
The Effect of Invention upon the Pi-ogi-ess of Electrical
Science.
Hon. Benjamin Buttei-worth, of Ohio, U. S. house of rep-
resentatives.—The Effect of Our Patent System on the
Material Development of the United States.
Octave Chanute, of Illinois, president of the American
Society of Civil Engineers.— The Effect of Invention upon
the Railro;!.! ami Otiitr Moans of Inter-Communieatiou.
p,..,f,„„,.. p w ri::-kc. s. B., of Ohio chief chemist
r ^ i,,.:..i. , ^.iMv-— The Relations of Ab-
- ^ ■; I. to Practical Invention, with
; I -1 ry and Physics.
II ill .1.1,1, U p. II.;, "i \'irguiia, U. S. senator. — The
.N\-\', .Suuil, .is .li. i_»uUii'i\ili of Invention and the American
Patent Law.
Major Clarence E. Button, ordnance department, U. S.
A. — The Influence of Invention upon the Implements and
Munitions of Modei-n Warfare.
Thomas Gray, C. E., B.Sc. F.R.S.E., of Indiana, Profes-
• of d'
Ten-e
iynamic engineering. Rose Polytechnic Institute,
Haute.— The Inventors of the Telegraph and Tele-
Charles Eliot Mitchell, of Connecticut,!
of patents.— The Birth and Growth of the American Pat
ent System.
Hon. O. H. Piatt, LL.D., of Connecticut, U. S. senatoi —
Invention and Advancement.
Col. F. A. Seely, of Pennsylvania, principal exammei
U. S. patent oflice. — International Protection of Industnal
Propertv.
Hon. 'a. R. Spoflord. LL.D., librai-ian U. S. congi-ess —
The Copyright System of the United States : Its Origin and
Its Growth.
Hon. Robert S. Taylor, of Indiana.— The Epoch Making
Inventions of America.
Robert H. Thurston, A. M,, LL.D., Doc. Eng., of New
VrT-lr. rii"r.,-'oT- niiii profcssor of mechanical engineering
S.I, . .. 1 .: , J, 1 -i.nieU University.- The Inventors of the
,v ."■']'■ Tr.iwbridge, Ph.D., LL.D., of Now York,
J . I.. iiinu' school of mines, Columbia College.
1 ■ 1. , i,!io!....-i, a! Schools upon the Progi-ess of
ehigivn, assistant secretary
Invention to Agriculture.
A., of Washington, coram:
I of Invention to Labor.
The value of an extract obtained from eucalyptus
leaves for cleansing locomotive boilers is attested
by Ml-. A. E. Ryles, the locomotive and carriage sup-
erintendent of the Bengal & Northwestern Railway
in India. Mr. Ryles has experimented with this
extract for alxiut one year with excellent results. He
finds that from eight to twelve gallons of the extract
will enable a locomotive to run 1,000 miles without it
being necessary to wash the boiler out. Without the
extract he had to wash out the boilers after they had
run :&) or 400 miles. The evil of priming is also ef-
fectually overcome by the use of this exti'act. When
put into old and dirty boilers the incrustation does
not begin to move till fi'om three to six weeks, and in
such boilers it takes about six months to remove all
of the incrustcd matter. Nevertheless, although it
is slow in action with an old and crusted boiler, it is
unquestionably sure. Under the action of this extract
the scale come off soft and in lai-ge pieces.
The Lake Shore & Michigan Southern road has the
automatic air brake on 200 stock cars, and is now
placing it on :iiO box and stock cars. It will prob-
ably go on to :iJO more during the year. It has 300
box cars and 200 stock cars now under contract, and
the brake will also be placed upon these. The verti-
cal piano coupler will be placed upon the ."lOO cars last
mentioned.
The Illinois Central Railroad proposes to see what
it can do with comjKJund locomotives in its suburban
service. Mr. D. J. Durrell, mechanical engineer of
that road, is about to undertake the designing of such
a locomotive, with special reference to its perform-
ance under the peculiai- requirements of the suburban
service of his road. This will prove a very interest-
ing field of experiment.
The locomotive is to replace the horse in canal
work in Alabama. Two Forney engines are being
built by the H. K. Porter Co. for the government,
which will be used on the Mussel Shoals canal im-
provement in Alabama, for use in towing boats
through the canal. The locomotives will be con-
nected with the barges by a tow line. This method
of operating canal boats was tried a year or so ago in
England, but was abandoned, wo believe, for some
reason or other.
A very unique application of the ball-bearing prin-
ciple, intended to overcome the excessive friction of
the screw used for elevators is thus described in the
Electrical World: The principal difficulty with
the screw gearing has been an excessive amount of
friction of the powerful screws in the necessarily mas-
sive nuts. In a recent design for an electric elevator
this tiouble has been veiy neatly avoided through
the ingenuity of Chai-les A.
Lieb who devised for this
md similai purposes the ex-
tiaoidinaiN ball-bearing nut
w hich appears in the cut. As
\ ill be at once seen, the ar-
1 ingement consists in inter-
I ismg the hardened steel
1 alls so much used in bear-
ings between the open threatl
fthesciew and the thread
n the nut so that instead of
nstant gi inding action be-
^ I ween the two, the balls will
1 U easih around and relieve
the sulfates in great meas-
ue of friction. A loiigitudi-
iidl by path from end lo end
f the nut IS provided so tluit
thfc balls roll freely around
the thieads, and then back
to the staiting point The cut shows , in addition to
this icmaikable anti fi iction device the safety thread,
which oidinaiily is not in action and the bearing de-
vices appi opi late to the sci ew geai ing. The practi-
cal lesult of using this ball healing is to reduce the
friction enonnously, and consequently increase in a
very large degree the efficiency of this particular
method of transmitting rotary into rectilinear motion.
If a screw fitted with this ball bearing nut is held
vertically, the friction is so slight that the nut will
run down freely of its own weight, a very remarkable
effect when it is conpidered that the pitch is not
steeper than that shown in the cut and the screw sev-
eral inches in diameter, and with nut of moderate
weight.
The Italian government, it is said, after making
very complete experiments with oils for lubricating
purposes, has ordered that all exposed parts of ma-
chinery be exclusively lubricated with pure castor oil,
and that mineral oils be used for cylinders and similar
lubrication.
Division Superintendent J. B. Wright, of llu-
Southern Pacific, has been conducting a series of ex-
periments on the line between Sacramento and
Triickee, Cal., to determine the relative cheapness of
coal and wood as fuel for locomotives. Fuel is quite
an expensive item in California, and other far west-
ern states, and the results of the tests will be watched
for with interest. Every detail that can enter into the
relative cost of wood and coal has been taken into ac-
count. The number of cars, with the exact weight of
each, the weight of the locomotive and of the water
in the tanks and of the wood in the tender has been
taken, and an accurate account of the performance of
each locomotive kept, as well as the same details
of performance with coal. The division of the road
on which these tests were undertaken contains some
THERAILWAY MASTER MECHANIC.
very heavy yrades. and the consumption ot fuel on the
enfjines working on the same is very considerable. It
is reiwrted that a slijrht advantage has been found in
favor of coal, although no authenlii' data luus lus yet
come to hand regarding it.
A very simple, and at the same time effective, means
of removing the dirt and grime of a shop or lalx)ra-
toi-y from the hands is said to be by the use of pcti'ol-
eum jelly. A small amount of the jelly rublxid on
the hands penetrates into the pores of the skin, incor-
l>orating itself with the greasy nuittei-s which are
tliere. and after washing the hands with wai-m water
and soap leaves the skin soft and clean.
Whether driving a.\les should be the same six
the wheel tit as at the journal, or turned dow
form a shoulder to jiress the wheel on against,
moot question. Pressing a
wheel to just the projKjr
point on a perfectly parallel
a\le IS an oireration requii--
iu„' considerable care, where-
as to press un-
til the wheel
comes to a
beai'i n g and
can go no fur-
ther is com-
paratively
n axle turner, unless
he is closely watched, is apt
to make a square shoulder
instead of leaving a fillet at
the jimctiou of two different diameters, and on that
account largely many prefer the straight axle. They
have a plan on the Erie road for combining the ad-
vantages of the two styles. The axle is turned par-
allel to within about U in. of the ends, when the dia-
meter is slightly reduced, enough to form a percepti-
ble shoulder, and the hub of the wheel is bored to
suit, as shown in the cut. By this means the wheel
cannot be pressed beyond its projjer place and danger
of the axle breaking off in sei-vice is lessened. A
disadvantage of the method would seem to be the
great difficulty of getting the two tits on the axle
equally tight.
(In the Paris-Orleans Railway of France, the water
table is used on nearly all its locomotives. Both the
table and the tire box are of coj>i)er and the table lasts
as long as the box viz: from 10 to l."i vcars.
A novel method of illustration has recently been
attempted with considerable success, by which in one
engi-aving both the rear and front of a given machine
are very clearly shown. This effect is obtained by the
method of taking the photograph from which the en-
graring is made. A mirror is .set immediately be-
hind the machine to be photographed, at such an
angle that the rear portion of the mai'hine is clear-
ly shown in the mirror. The front of the machine
and the image, in the mirror, of the back of the ma-
chine are then taken in one i)hotogra])h, and from
this the engraving is made in the usual manner. The
residts obtained with this method are very satisfac-
tory, and it should come Into more extended use
where the nature of the raiichinc will |)ermit of it.
The following table,prepared by Engineering, gives
particulars of some of the heaviest engines in use on
Briti.sh and Irish lines:
Rnil«:i.v.
vSr
Weiglit.
on Axlc.
Lanra.shire 4 Yorksliire
llf^ffi'i'r„-.-.;v.:;-.::":::
OrCHt Nonh or f!<'Otl.iiid.. . .
WatcrfoiTl i LImcrIrk
Ft
T..ns.
Id-O
ii-a
Case-hardened Low Moor iron crank pins have been
in use for two years ]>ast on the ( 'anadian Pacific.
Breakages are few, whereas they were many when
A pressure of ISO lbs. is used on all (anadiiin Pa-
cific engines.
The New York, New Haven & Hartford Railway
ha.s recently added to it.s passenger equipment a car
which is somewhat out of tlic ui'dinai-y lin.-, tieing
s|»cially built and titt..; 'i|i mi 'h. i,,!:- laiiimof
invalids". The car La- , ,..,,. ,, _-;.,,s,ms,
and in it are two laiiji - r ,.,. - !_ ,,, .iri.l li ft.
wide. The car is al.-,.. ,-,ui.|.i,.h ,, .;i -L.'ping
sections, with no upper berths, uji.l i^ . ,|iii|,|„.,i with
vestibule chairs, sofa seals and in(.\aiil.' .liaiis. The
doors are wide enough to adniil !!].■ iia^-a-. mI ;i col.
DROP TABLE- KENTUCKY CENTRAL RAILWAY
In our issue of .lanuar^
gave illustrations and
description of the fovington shops of the Kentucky
fentral Railway, of which Mr. S. R. Tuggle is master
mc.-l,a,i;, AV. !,,,v .ytv ill r,,n>i,l.Talile detail the
dr,.|, M . . ,' , . - -,.,1 ii, til lin|,^..
A- - - i _■. ■ - -ln,«. 111.. UlliiM is built Of two
plal- .^ii.l.r- riu:..,!, aii.l ,-oiinwlL-d across very sub-
stantially, especially at the ends where the nuts are
held in which the screws work. These nuts are of
bi'ass, with 11 inches ot cut thread in them at screw
tit. Flanges IJ in. thick are cast on them at the
track beyond the pit. The rods are discon-
nected and i)edestal braces, ash pan, all pipes
etc., that would interfere, are taken down (there is
a pit formed inside of the drop table ,10 in. deep for
this purpose). Three lengths of short rail iron are
placed aeross the pit in which the table works and
are blocked up a^aln-i ■],. .,,,n ml' of the locomo-
tive. Thi- tabl.' is 1 h 1 .1. . it taking alxmt
1.") minutes for I h. la . i: 'ar enough to re-
move a .".^ ft. wlu-rl. T!h „ i„, ;- „i.. then rolled back
from under the engine, there being room on the table
foi- them to clear the engine as the table rises. The mo-
tion of the screws is then instantly reversed by shift-
ily.' til.. ImUs ..r 111.- .•..iiiii.r shaft, and when the table
is l.\.'l u itli ih.- 'I..IIJ 1- -ii.]i|)ed. The wheels are
III. 11 i.iil. .i lilt III.- lai.l.- .Ill I.I an eight-foot turntable
in til.- iia.-k a1 tli.- Ii.-a.l .if ilie drop table, which also
accommodates the surface track, which runs length-
ways through center of shop. The wheels are turned
on this turntable and rolled to the wheel lathe where
there is another turntable.
A truck is placed under the back end of the engine
from whic^h the wheels have been removed, and the
en.j-iii.- is n... ,,i.i c„i the transfer table and returned
'<' " • ' - ■' "f the pit tracks, thus leaving the
di.'i- I :. .'|M-n and ready for use. Mr. Tug-
t:'' s hia. 1,1 . -, A. may say here, to always back en-
gines into 111.- shop instead of running them in head
DROP TABLE, KEXTUCKY CENTRAL RAT TAV AY-PLAN AND ELEVATION.
bottom to hold them in position. There are also two
I in. Ivilts ii.-ussing either side of the nuts through
by si.l. ,..-- I ,: ,,, -. " - :. ,, . ■:_ ,,,- any little ir-
'iilanii.-- In -ill ill-- 1(11 III,- -. r,.-,\-. ..]- for dellcction
of the table which would cause the screws to bind. No
deflection of the table, however, has been noticed.
The screws are of .steel and cut 1 J thread per inch,
and rest in step tarings at the Ixtttom, on hardened
steel disks. They are hold on toji oi- at the llimr level
rought sti-ap forgings bolted to the coping liml>'r
around the top of the pit. The gearing is all cast 1*
arc pitch.
le iM)wer to drive the screws is taken from main
line shaft to a three-pulley counter shaft; one o]Km
" one cross belt of 7 in. width being used. The belt
running from the counter shaft to the pulley at the
bottom of the pit (which is 12 ft. 4 in. deep) is of nilj-
ber on account of dampness.
The O))cration of the table is as follows: The engine
of which the wheels are to be removed is run across
the table so jis to have the tniek stand on .solid
first, as he finds it better and handier in getting out
flues, truck, pilot, etc., iis they can lx> readily i-im out
dooi's to the transfer table and |iut wherever desired,
and not left in the center of the Imilding where they
woidd Ix- in the way.
I he compound locomotive designed and built at the
.Vurora shops of the Chicago, Burlington & Quincy
Railway has been running for a little over a month,
and has shown itjself to be a very fine engine. It is of
the two cylinder type, and with the r-xcption of the
comiMumd features, is practically ih. sam. as Ui.- well
known <:lass "H" engine. The. \ lin.l. is-an JiiM",ix2-l.
The ordinary link motion has tn-.-n modili.d to give a
var-lable cut-off. The starting valve Is ojx-ralcd by
the reverse lever. The engine works simple when
the lever is in full gear either forward or back, and
as soon as the lover is hooked up one notch the starl-
ing valve is closed and the engine works comixiuud.
The engine is being broken in in freight service, and
the diagrams taken are virry .satisfactory.
THE RAIL^WAY MASTER MECHANIC.
Ma
step for Screws. Pillov
Double Pillow Bloclt.
Plan ami Detail or Tiiaxsmissiox or Power.
DROP TABLE— KENTUCKY CENTRAL RAILWAY.
The Boston shops of the Boston & Albany Railway
are rather apt to be overlooked, partly because Super-
intendent of Motive Power Underhills headquarters
are at Springfield, and partly for the reason that they,
the shops, are buried in the heart of a great city. One
naturally expects to And important shops in remote
suburbs, and also to find the principal locomotive
works at the headquarters of the superintendent of
motive )x>wer. But in this case we find the reverse
to be true. Mr. Underbill sets much greater store by
the Boston shops than by those at his headquarters.
At Boston is always in course of construction one of
his e.xcellent standard passenger locomotives, and at
Boilon are methods and appliances nearer up to his
taste. These shops are also remarkably out of the
usual run becaiLse of the heavy machinery and work
which is found on the second Hoor of the main build-
ing. The limited amount of land at command made
it necessary to put this heavy work on the second
floor, and there it is. The shops as a whole are not
large, but they turn out a notably large amount of
work for their size.
The second floor of the main shop is supported by
iron girders of the Howe truss design, the ends rest-
ing on the outside walls and the center upon heavy
iron columns. This floor contains all the large and
.small planers, lathes, spliners. shapei's, diill presses,
etc.. and there is always a great deal of heavy mater-
ial being finLshed and resting thereon. Besides this
a 40 ton traveling crane is supported thereon, the
crane being employed to hoist the engines in the
erecting shoi> beneath while putting in or taking out
the di'iving wheels.
On this second floor all the work is done in detail,
for every part of the engines, tenders, water supply,
etc., except the copper, tin and sheet-iron work, which
is handled in separate shops attached to the round-
house, which is close by.
The tool room is on this floor, and deserves special
mention for its neatness, convenience and manage-
ment. It is well stocked with new and improved
tools of modern make. Each tool is kept account of
by the check system. All the tools have receptacles
on the numerous and well arranged shelves, and every
tool is kept in good working order— in short there is
a place for everything and everything is in its place.
The master mechanic's office is located on this floor,
which is also occupied by his chief and assistant
clerks, and is furnished with all that is necessary for
comfort. The foi-eman of this room also has a neat
little office for his special use. This floor is on a level
with Broadway extension, which runs over Lehigh
street, making a very convenient entrance and exit,
as it enables any one to reach the shops without
crossing the railway tracks.
In the attic is located the carpenter and pattern
shops, which are very light and pleasant. Alt the
cabs, pattern and general wood work arc handled
here. There is also a drying loom, storage for pat-
terns, a store room for brass and composition castings,
and a store room in which one set, at least, of the dif
ferent parts of the standard locomotives, ete., an
always kept on hand. There is also a good supply of
well seasoned lumber which is piled on racks and on
the floor. There is here also an electric room in
which are two Brush dynamos that furnish light for
33 arc and 12 incandescent lamps. The draughting
room is situated on this floor and is very neat and con-
venient. On this Hoor also is a room which contains
a full sized model of the ordinary link motion, de-
signed by the present draughtsman. Mr. Benj. Lewis.
It has special features which make it a very desir-
able machine for testing any new device in the shape
of a valve gear that may be applied to a locomotive.
In this room the master mechanic, Mr.Wm. H. Taft,
has arranged a practical apparatus for the manipulation
of the Westinghouse air brake, representing a train
of seven cars, which can be operated in every detail,
the same as a perfect train in running order.
There is an elevator that rises from the lower floor
or erecting shops to the attic. Its capacity is five
tons, thereby making it very easy to convey heavy
loads from one floor to another.
The shop is a substantial brick building 155 ft. long
by 80 ft. wide. The two stories and attic have a total
area of .30,000 square feet, and every foot is occupied
to its utmost capacity.
The lower floor of this building forms the erecting
shop, and is 17 ft. high, having a floor area of 12,000
square feet. There are eight tracks entering this shop,
each containing a pit, well cemented and lined with
brick, the drainage from same being thorough and
perfect. The tracks lead out through double dooi-s to
a yard that separates the erecting-sbop or main build-
ing from the boiler and blacksmith shops, the
engine and boiler rooms standing at one end of the
yard between the machine shop and blacksmith shop,
a plan of the whole forming a U. This yard contains
a transfer table which is operated by power.
Some one of the pits in the erecting shop is always
cocupied by one of the B. & A. standard passenger loco-
motive in some stage of its first construction, with a
special gang of men daily engaged thereon. Over
each pit there is a radial arm on which is hung a dif-
ferential block for hoisting any heavy parts or mount-
ing that is to be put on the engine.
The driving-wheel lathes, large wheel press, radial
drill, and drilling machines, etc., are located on this
floor. All the tools (standing and portable) ai-e of the
best make and calculated to execute the greatest
amount of work with the least amount of labor. The
shop is well lighted, heated, and ventilated.
There is a small tool room on this floor, in which
are kept special tools for the erecting shop, also a
room containing chains, jacks, wrenches, jigs, tem-
plates, etc. In the foreman's office is kept on hand a
supply of mountings for the steam, water, and air
appliances of engines, tendei-s, or shops. There is a
wash room on the floor furnished with a
plentiful supply of hot and cold water.
This floor is on a level with Lehigh
street. It is easy of access in case of fire, or for the
receiving and delivery of material. The blacksmith
shop is 70.\60 ft. has 12 fires, is furnished with steam
hammer, tube welding machine, etc. The boiler
shop, is HO ft. sq. and is well furnished with fires,
shears, punches, rolls, tube cleaner, etc.
The work done in all the different departments is
by the template system, making exact duplicates in
fit and form.
In these shops there is a first class set of workmen,
and the foreman of each department is a thorough
and tried mechanic. The entire plant is managed in
a methodical and consistent manner: and the quality
of the work executed, is a credit to the Boston &
Albany Railroad Company, and second to none in the
country.
Permissible Defects i
. C. B. Couplers.
At the last meeting of the Central Railway Club it wa-'f
decided to accept defective M. C. B. couplers under the fol-
lowing limitations :
Limits of breakage top and bottom of the horn 1)< in. ver-
tically down or up and 2}4 in. horizontally from the outer
edge of the guard, provided that 5 in. of metal remain. A
bri-akau'o nf -J' ■ in. on the vertical line and horizontally, pro-
\i.|..i th.ii I'^ih t..)i ainl iH.ttoni corners are perfect.
I ', . ■ I ! :l \iiti,-;illine and 1,^ in. horizont.illy in
e drawbar, of
vertically and
^, ._. and 3 in. transversely. The knuckles must not be
broken or chipped in any manner.
In the Gould coupler, where the rib in front of the locking
dog is bent inward so as to prevent the dog dropping, ex-
cepted if the rib is chipped off so as to allow the dog to
drop into position.
THE RAILWAY MASTER MKCHANIC.
. A LABOE SAVING TIKE BREAKER
In oui- enfn'avin;.' wi? show a tii-e breaker with
whifh two men can break a ."> ft. locomotive tire into
12 pieces in .'ttl minutes. As it not infrequently takes
from three to four hours to break up such a tire as
this, the saving is at once apparent. It will be seen
from our en^-aving that it consists simply of a wrought
iron frame, pierced with three holes, which are in-
tended for the keys, and which are made tapering.
In breaking a tire the tire is first marked oft on the
inside to the lengths of pieces that are wanted. A
very light cut is then made across the inside of the
tire to insure that the break shall be square. The
tire is then placed in the frame, as shown, and the
single key on the outside of the tire is dropped Ln
place, following which the small conical piece shown
in detail is dropped in front of it. The other two
keys are then drop))ed in place on the inside of the
tire. The keys i which arc made of steel), all being
made on a taper, will readily adapt themselves to any
thickness of tire. By driving in the key which car-
ries the small conical key the tire is then easily
bi-oken. This device can also be used for breaking
rails. It was designed, and is in succo.tsful use, at the
Stevens Point shops of the Wisconsin Central lines. }
Mr. W. foi-mack ma.^t._■r .-ar bui'dcr.
A LABOR .SAVING TIRE BREAIiER.
transportation of passengers and freight at a small mai-gin
of profit. The expense and construclion atcnunt must be
carefully looked after and reduced if possih'p Th, i-, =, , „ -
to be a feeling prevalent among the miin.iL. ' ~ .1 m
ious roads that the cost of exterior painiiiiL
reduced. If this can be done, how ! ThN - ,
Shall it be by using a less quantity of \Ki)\r .1 ,, . ,r. ,,
inferior quality, dispensing with paint ;tiu>>;t.nlier. or .le-
manding a paint and varnish of a superior iiuulity and
more sei*viceable, thus insuring longer service before it be-
comes necessarj- to repaint and revarnish i
Thepaint liepiirtmcut, if I may so caU it, differs from
aii> ..til, r II.. . Ii.ii 1,1, [. ji.niiiM 111 Tl i^ difficult to huiTV
'"■-■-'' •' - ■ •' !'■ !■ •'■' ' I" - of durability and
■'I'l" 11 11 ■ ' i' ■ '- III. principally under
n.\. i. . _' . I ■ ,,• •. ,1. These latter re-
'l"ii' : ' '- I ' ■ ' .!' r .! -I... . ,i ii,,i 1,0 neglected. Paint
;iiiil I! - 1 aiur.il attiiiity for oxygen, and when
I" '' ■ : 1 lir they dry or harden verv slowlv.
ii\;. -■ - 1 1 r show will satisfy anyone that it is
ll'i ■ - •. h.apestof driers. Much depends on
IS more important than the
shoukl be boutrhl in
become well settled before' using. The
from one color manufacturer to another is apt t.
trouble in matching shades, which means loss of tin .
v'heels and roll it through the at^
ith which to mix colors
es where the painting pre
1 examination that when 1
nixed there is ...vi.U/.atieii
combined with pure zinc, also with zinc and barytes. als
with zinc and silex,it was found that strips of wood,painte
with different colors mixed mth these different combin;
tions, wlieii exposed to tbi' weather for several month:
THE FAINTING AND VAENI8HIN0 OF KAILWAY
BOLLING STOCK.
This subject was discussed at the February meeting
of the New England Railway Club. From that dis-
cussion we extract the following. Mr. Chas. Richard-
son opened the subject as follows:
The decorators and vamishers. who display their
genius in interior decoration, are an important
factor in railroad economy, for no car is complete
or acceptable to the traveling"pubUc except good taste has
been employed by the artists to make it attractive. This
accomplished, distances seem shorter and trips pleasanter
to the passenger, and better patronage for the road is se-
hght coatings dry quicker, harder,
ack, scale or fade. Always use pure
formula, and yet ditTer s
ingsare not advisable; "
and are less liable to crack, scaic or laae. Always use pure
linseed oil. A poor pigment with pure linseed oil is more
aa isfactorj- than pure pigments with adulterated linseed
I notice that the Pennsylvania Central road has some-
what departed from the line of the other roads by employ-
ing a chemist to look after their business in this depart-
ment, and analyze their paints and oils and other articles
used in that connection. That is a step in the right direc-
tion. I have read with great pleasure some contributions
to the Kailrtiad and Engineering .Toumal. by Dr. Dudley,
upon this subject. It sometimes happens that certain things
may be established in the painting department or the lab-
oratory and work satisfactorily there, under cover, but out-
side you get quite different results. You may have a house
well painted, using the best of materials, and the work may
be quite satisfactory as far as the house is concerned, but
been
irtsof
ried v
•ithout injury.
Mr
Worall (Boston & Maine
-Tt sr
■ms
in order to make the w.
rk la.sti
ig. th<
\ii
nish should
be wc
1 rubbed in. A\-
.1,
I'lit on it
dries
porous, and i' •
.1 ..lit the
work
will last Ion.', r
' lift, r coat
without rubbing, ii «
. , 1 ....
' , ,.urse it
requires time to rub lb.
,.i.„i.~
, it,. ,.
,1 ,
vwll pay te-
Mr. Nelson (N. Y., P. & B. )— I am old-fashioned
enough to stick to the pure lead and oil. 7 woiildJike
THE RAILVV^AY MASTER MECHANIC.
March, 1891
to ask Ml'. Bi-own if he ever adulterates his lead with
ziac or anything else?
Mr. Bro«Ti — I have never made any attempt to
adulterate ])aints. If there is any adulte ration when
I receive them, I have no control over th at. We had
a material some years ago which was called lead, but
it was not sold as pui
firmer, cracked less. n.
material we ever u>..l
to a i>oli.sh. The ear-
in service a long tin;'
tng. I find the pur.,- _.
absorbing nature.
aln
:,. \ i.^iiirrd repaint-
^._i i- ...•: a ,Mfi. porous,
ooat of varnish we put
on almost goes out of sight: I don't know as it is of
any jiarticular injury to the varnish. On the cars
])aiuted with the material I just spoke of. not pure
lead, the varnish stood out better, showed better re-
sults with two coats of varnish than were shown with
three coats where pure lead was used.
3 Mr. Courtis— I would to ask Mr. Richardson if the
lead and oil do not run fairly even'' Is there any par-
ticular reason why a manufacturer should not present
his lead and oil about the same every time'/
iMr. Richardson — There is a chance for variation: it
tomes in the manner of corroding. Within a few
standard color, and we allow not less than three days
between each coat of varnish. I would like to know
whether three coats uf finish ing varnish, or one. will
give the best result- .1- • aiiliiw
Mr. Brown — It i- ;. • ■ :u,.antage to rub the
varnish. My e-vji. i ■ that two coats of
varnish, the first ihmi 1 1 1 - 1 \ .■ l>etter satisfaction
than three coats wiiliDui ruuinug. It is time and
money saved to rub your varnish, eve.n if you do not
rub it thoroughly, for a very little rubbing helps
fill in the pores. With regard to the care of cars af-
ter they leave the shop, I think it advisable
to have a practical painter in charge while they
are not in service. One ignorant and careless man can
abuse the car more in one hour than a dozen men
could repair in many hours. 1 am in fa\ ur of dark
colors, say the Pullman coll 'I. \\iii>li iiiUK. - the cars
look neat, tidy, rich: it ^li ■ -
less than the lighter color>, r
more effect on dark colors t l,:i
is hardly worthconsifl.M'iiiL' ! ,
out a car in three w . ■ 1 - . i
-A.fter the first paii
to the action of thi
and then should In-
- ;..■ of dirt
.1- a little
:,: ihat 1 think
Iju much better,
not be exposed
dition today, after three yeai's" service, notwithstand-
ing the exposure to the salt air. Those cars are in
better condition than cars treated in a diffei'ent man-
ner that have been only one year on the road. ::r.
Mr. Lang — The only argument in favor of light
colors for cars is that they will not absorb the heat
like dark colors. You have to put on more paint to
sti-atud here tonight lUal aduUuralcd goods arc the
best. That I never took any stock in, and I do not
now. Li^
The president announced sis the subject foi-
discussion at the next meeting, "Screw Stay Bolts
or Locomotives."
SIX WHEEI S-WITCHEE— CHICAGO & ALTON RAILWAY.
The six-wheel switc-her illustrated in our engrav-
ing, has proved itself capable of meeting most ad-
mirably all of the requirements of the hea^-y switch-
years all tlir- !,ti,; .n;- ] ha\e been db-^oiUtl In
the leail tiii-i -■ •! 1 tiust was foimed thej
have chaii^' ^ - ^ 1 ..imding the lead the\
claim the II' .,,.,,, it,i. Since the lead tiust
wa» for-m.-il iImii .!1,,i! ha- heen to give imiformity
to the leail; and although it is stenciled in different
ways it is all the same product. The lead that Mr.
Brown referred to as not pure lead, is made of one-
third pure lead, one-third pure zinc and one-third
silex. We have sold that lead since lS6D,and we have al-
ways sold it with the understanding that it was a com-
bination; it is a patented article, and we Iwught the
right to make and sell it. and I am convinced that it
will give more satisfactory results as a rule than any
pure lead that is made. It gives a better surface for the
varnish. That combination overcomes the chemical
action that results w'here pure lead and oil are used,
jiarticularlv on the sea shore.
Mr. Marden — There is a point which has not been
touched upon, the mannei' in which the cars are taken
care of after they leave the paint shop. If some
way lati li.- devised to make the varnish on a ear last
. Cars
lish in
one time I wont tier.
a man washing thi- .
other time a man sa
ing cars; he said le
washed cars with.
-.Manv cars are spoiiea
i. •'. -aV-.-n care of. At
I ' . .11- road and found
■ ^vater. At an-
. i.a about wash-
ii!i,i.!,_a. Ill the water he
ik.- to ask Mr. Richard-
son what color he would paint cars to wear.
M r. Richardson — My view would be to paint them
light rolor. It seems to me that the varnish holds
lii'ti ■ nid iiiai 'i-ht colors wear better than dark.
■>! '■• - .\.)— I believe in using pure lin-
s. ad, and allowing more time to dry
and i.i. 1. ,\ - are forced to put out the caia too
soon .i.i^< r li,. ^, aru painted.
Mr. Marden — In painting passenger cars, we give
first a light coat of lead and oil, and then lead ana oil
and japan; we use the lead and oil in three coats;
then we apply, I think, three coats of the Pullman
win I I SWIM HI 1 -I HI( Mil V \I IliN 1 \II
1 hed and it Ulll then „l\e t«o \eals el „ecd Uune, t
sen lee at the end o: which time it will be in bettei
condition than at the end of the hi st ten mouths
Ml. Adams— Theie is no question that Ml. Blown
is right in regard to the time required. I remember
ral weeks
Kactly
less than
stood in the shop se
eight, so that it got
hard. It ua- .1, -t', ;.-.• i«..,,.'ar- .... :..!•.■ r .-a.,,.. ,i,:..
the ShOJI ai^a :-..-. I ■■ a- ■■ a-'- . .'".
it was in a- _ a^ -.■■., ,.,...
have run ;, 1. a; ... ' a , ■ ., .• in..n1 n-; ' nal 1^ a i.ra.a aa-
bledemonslraUoii llial suitable lime shoulil iie ailout-ii
to dry the cars. I think ten weeks should be allowed
to paint and get out a car. I have advocated
for years the painting of passenger cars white; and I
understand that two trains are to be put on to the
New York & New England road painted a pure white
Mr. Coughlan— The cars of the London & North-
western R., (England) are generally painted white
above the sill. No painter of railroad cars in Eng-
land would ever think of turning a car out in less than
three months, and no varnish maker will guarantee
his varnish to stand with less than six weeks' drying,
.Such cars last three or four years without re-varnish-
ing. After the varnish is tliV.
on a coat of raw linseed oil on'
material is taken. This is a
hours, and the surface is 1 ,
polish with a fine cotton clutli
varnish are completely filled
in the oil being absorbed entirely. Another peculiar-
ity of their practice is the application of a coat of raw
tliey put
lie fatty
m eight
I^rotection
suit being that there is no absor])tion of the varnish
at all; the surface is completely filled up, and the var-
nish has no pores; it is rubbed down afterwards.
There being complete jirotection inside, all the var-
nish has to do is to protect itself. This English mode
of treatment is expensive, but it pays in the end.
Three years ago I had some of the cars on our road
treated in that way. and the varnish is in good con-
nio el \ lee to v\ hich It has been assigned It was de"
signed bj Mi A W Quackenbush supei intendent of
machinery of the Chicago A. .Mton Railn a^ and three
engines of this design have been built and placed in
service. We append a few of the leading dimensions;
Cylinders 17 .\ 34 in.
of driving wheel cenlere 45!4 in.
' '2,400 ga.\s
.52,000 lbs
Weight of engine in worliing order
Ciipacit.v of tank
Weight of tender with i-oal and water, about ,
The boilers of these engines are made of Otis steel
throughout, the back heads and throat sheets being
7-11) in, thick, and all other sheets of I in., except the
flue sheets, which are half inch. The boiler is straight
and is 24 ft. 5 in. long over all. The smallest course is
50 in. in inside diameter. It has H.S flues, 13 ft. 1 1 in.
long, and 2 in. outside diameter. The fire-box is 60
in. long by 34i in. wide in the clear.
It will bo noticed that these engines are equalized
throughout, there being a cross equalizer in front,
and an equalizer between both the front and middle,
and middle and back drivers. In consequence the en-
gines ride very easily, and have not as yet had a
single broken dri^-ing spring, although the first en-
gine has been in service over 13 months, and the other
two, eight and nine months respectively.
The Schenectady compounds on the East Tennessee,
■Virginia & Georgia Railroad are giving excellent sat-
isfaction in service. The consolidation compound
have shown a saving of 19 per cent, in coal consumj)-
tion over the simple engines of the same class, and the
ten-wheel compounds have shown a saving of 31 "2 per
cent, in coal consumption over simple engines of their
class, these figures being obtained from regular work,
and not from sijecial tests.
THE RAIL^WAY MASTER MECHANIC.
00S8IP ABOUT NEW MACHIME AND OAK SHOPS.
It is icportetl thai the Norfolk & WV-steni Kaihv;iy Com-
pany will eret't repaii- shops at Hagei-stowu, Md.
The East Tennessee, Virginia & Georgia Railroad Com-
iwiuy is to build a new coach yard at Chattuuooga, Teun.
It is reported that the Kansas City. Memphis A: Birming-
ham I{uilroad Company will erect r.i ;: h I- ,' Armory,
Miss. The shops will be used for r. : . lairing.
The proposed shops will, it is eNpi-.i . . - m,. in.lud-
ingthetools. The land on which iv : iiv i.- ~i."|.!, has
already been secured.
It is stated that the Missouri, Kansas & Texas Railway
Company will install an electric light plant in its Green-
ville (Texas) roundhouse.
It is reported that the Chicago & Erie Railway Company
will erei't at Huntington, lud.. a building 250x75 ft., to be
used as a car repair shop. This will give employment to 100
additional men at this point.
The Belt Railway Company, of St. Louis, have in process
of constmiction a new machine shop.
It is stated that the Union Pacific shops at Denver, Colo.,
have so far advanced that the machinery has been put in
place, and that the shops will soon be in working operation.
It is reported that the Old Colony Railroad Company has
puivhased the property known as the old Chilson foundrj-
at Mansfield, Mass., and will convert the same into a repair
shop.
The Pratt & WTiitrey Company, of Hartford, Ct., have
ced the erection of an extension to their plant, :m>
seven hydraulic cyliude
1.400 h. p. engines. The i
are at Lalrobe. Pa., with office
,nd ^vill be driven by a pair of
works of the Latrobe Companv
Philadelphia.
Contracts have been let by
pany for the erection of
Buffalo, X. y. The two new additions will . , i . ■
ft., and a two story addition will akobeail.l. ,i ■.■■,, i ;!,.,,,;
way front. A new transfer table is also to l>c built. The
buildings will be of brick and stone, and cost about S60,-
000.
During the pa.st yc;ir llic Xiles Tool Works, Hamilton,
O., made quit. . x, i,, . .i.i.iiti,,us to theii- works, but their
capacity is sT i : ni they now have under way
an addition n ■ : . , , ,,, loixWO ft., .50 ft. in width
of which will t" li^ ~ .111 erecting shop, and will be
spanned by two J.-.-tou traveling cranes. The remaining
section is to be used for machine work, and will be two
stories high. This will nearly double the capacity of the
machine shop, and the company reports plenty of business
to keep it going. The Niles Tool Works make a specialty
of equipment for railway locomotive, car and machine
shops.
The business of the Brown Hoisting & Conveying Ma-
chine Co., of Cleveland, O., has grown to such an extent,
as to require more room, and five acres of land adjoining
their present works have been purchased for the puriKjse of
extending theii- facilities.
The construction of the immense plant of the Madison
Car Co.. at Madison, 111., is progressing rapidly. The plant
will compiise a foundry building, engine and machine shops,
wood working shop and erecting shop. It is expected that
The Ohio River Railroad Compan
and a roundhouse at Central City,
i-ently laid out on the comnanv's
COUPLER QUESTION.
i now p,indii
country is the question <
.■ couplers for freight cars. The
minence not because of its econo-
protectiou it affords against iu-
of persons engaged directly in the
1. Do y.iii I.
plane type •■!
standard for ■
SIX WHEEL SWITCHER, CHICAGO & ALTON RAILWAY-DETAILS OF rHA.ME.
x45 ft., containing two stories and a basement. This new
[■ building, when completed, will be devoted to their tap and
'f die department. The business of the company has grown
have more
It is reported that the Houston & Texas Central Railroad
Company will locate machfne shops and roundhouse, to cost
ISOO.flOO at Ennis, Tex.
It is reported that a roundhouse an 1 repair shop will be
erected by the Chesapeake & Ohio Railroad Company at
Huntington, W. Va.
Tlie Latrobe Steel Works have in course of erection at
Youngstown, Ohio, a liirge tire mill which will roll a tire
from the size of the largest locomotive tire to that of the
c.ir wheel. The mill weighs 100 ons, employs
the works will be completed by the first of May. and be
able to turn out an average of 40 freight cars per day. The
office of the company is at 40 La Clede Bldg., .St. Louis,
Mo.
The American Brake Co. ( Wcstinghouse Air Brake Co.
lesseei, of St. Louis, Mo., are enlarging their bl.-u'ksmith
shop, which when completed will afford room for 15 fires.
It is stated that the Pennsylvania Company has in con-
templation the removal of its shops from Crestline to Mans-
field. O.
The Baltimore & Ohio Railroad Company has purt'h.-»sea
87. acres of land at Cumberland. .Md., which makes l.V) acres
in all owned by the company at this point. The ground is
to be used for the purpose of incre.ising the company's yarxl
capacity, and for the erection of repair shops.
for the purpoie intendeJ ?
John Hickev,
of'tVie
M. N. Fornev,
Committee,
•ial re lucst is made to the effect that every member
association contribute what he can to the inform.v
I tion sought for in this circular.
I Answers to be sent within .30 da.vs from date to John
Hickey. master mechanic. Milwaukee. Lake Shore & West-
em Railway. Kaukauna. Wis.
relat
The committee appointci to investigate the above subj jct
I request that vou will give t" ' "
the different heads in the blank herewith :
nformation unler
40
THE RAILA^^AY MASTER MKCHANIC
1. Have 1
IT steel or iron axles break under loco-
D. please give the original diameter and
also the diameter and mUeages at the time of the fracture.
If the axle was steel, please sav if open heai-th, Bessemer or
crucible. If iron, give the formula for making the billet,
and whether muck, bar or scrap.
2. In Tour practice do you find that steel axles give more
service than u-on between turnings! Please give the com-
parative mileages of the two. and also say if open hearth,
Bessemer or crucible, and if scrap or muck bar.
John Mackenzie.
J. S. Graham.
John S. Cook.
Committee.
Answers to be sent as soon as possible to Mr. John Mack-
cnae. superintendent of motive power. New York, Chicago
& St. Louis Railv
. Cleveland. O.
2 J i I ill
Pasesen^r
Capacity.
W.OOO lbs. I Q
M,oao
50.000
60.000
40.000 '■
50.000 ■•
60.000"
IRREGIJLAR WEAR OF LOCOMOTIVE TIRES.'
Bt J. X. Ba
The tend.'
, Superintendent of motive power Chicago
Milwaukee & St. Paul Ry.
V nf lu)-(.m<'tive tire to wear irregularly that
First.— 'Ill' 'ire "f -iV'im: l..rniii..ti\-.:-s showing serious
flat places liav. 1... II ~ii].l"M ariiunil on the center, then
trued up anil phK'.'ii iiilM s.Tvit-.-, 'I'he flat places in eveiy
case fomied ajrain at the same place relative to the center,
but in a diffcrcut place on the tire.
Second —Observations made on a large number of tires
running in a sandy district showed that the flat places
grouped themselves with a close approach to uniformity,
occupying nearly the same position with reference to the
pins and counterbalance.
The above clearlv indicates that there are cases of ir-
regularity in the wear of tire due to the forces which are
in action in operating the locomotive, and it is the purpose
of this investigation to partially determine the nature,
extent and influence of these forces.
For this purpose Engine 316 was taken, the dimensions
bearing on the question being as follows :
Diameter of cylinder, 16 inches.
Stroke of piston, '34 inches.
Diameter of drivers. 62 inches .
Total weight on drivers, 54,000 lbs.
Boiler pressure, 160 lbs.
Cylinder pressure, 180 lbs.
Cut-off, G inches.
Speed per hour, 40 miles.
Weight of reciprocating piirts, each side, 480 lbs.
Weight of main rods, 269 lbs.
Weight of main rod taken as reciprocating, 11" lbs.
The total weight of reciprocating parts was conterbal-
anced, the conterbalance being equally divided between
the wheels.
With the above data table 1 has been computed, show-
ing the forces in action at each ten degrees of a revolution,
This table shows
L column the positi
I back \
Table No
ropces 'h aci/'on on fng/ne "J/^.
moving at 40m/7es per hour.
s
Weight on Rail.
Rotat,«e
Force
iSif
^
R.r.
L.r.
R B
L.B.
Total
Pm
-;?.^V
I3.S00
19 230
I3SOO
I7.34C
6JS70
£2 9IO
,o
62 30SPS2S3
. 091S
10
'Z.9S-S
IS. 7CZ
17 iS7
n los
If m
IZi
30
IZ.iSI
IS Z37
II SiO
16 S2S
S9 970
20967
Sl.siS
IS9
so
12.733
16 Sll
10 SS9
IS 96S
2J 907
167
60
IZ.S39
IS. 9 79
lo ns
IS9-Z0
S9 113
21 37S
I6S
9.S9S
go
ir 799
19-079
19 169
99 760
111
?o
'I.63Z
I3.SOO
9 660
13 SOC
9-f.Z92
IIZ
9. Tig
I2S36
97.39S
. I3S
no
II S*S
IZ9SS
9 S9S
n.SBo
ISI
IXO
II sss'
IZ-fSI
lO I7S
II SSO
96 19-1
/SO
II S99
12 79-2
IOSS9
II 03i
9-S93S
20 009
ns
12 733
lOSSf
. ISS
ISO
II 9f-S
IZ S39
II sso
96 139
/6o
i2 2ZS
12 OS2
IZ iS-7
9 S93
9-6 362
16 279
190
no
12 fH
II. 799
I2S-36
9 7IS
96 999
119
I3S00
4-SZ92
•3 793
I90
II SIS
19- 169-
9 lis
issm
.113
zoo
IS.it-S
II S9-S
19 SIS
9 S9i
SI. 901
16 290
IS 9-2 0
16 93g
2Z0
n.if-i
II S99
10 SS9
SS.769
123
ZJO
lft9S
// 72^
16 9^-1
II OSS
S7.699
17 996
IZO
II sso
IS /OS
.110
ZSO
If ■tor
12 Z2S
1 7. lOS
to 9ZS
.109
Z60
19 311
IZ 69-1
17 ZS2
n i36
62 070
IZ 779
OSI
Z70
I9.Z30
I3SO0
17.390
'3 SOO
(.3 S70
IZ 910
OS!
ZfO
I9-.S7S
17 2i2
b9.S9i
1^ 702
17 lOS
19 Si3
46 Z6S
17 137
I09
,S.137
16 697\l6 rzs
3IO
'll99A'ls76's
IS. 96S
67.69S
1 n
320
16 Sll
It 991
,'9 796
117
330
i SiS
67 9S6
20 261
110
3■^o
IS 0'^9\ ,9 l-os\if (ri i
66 373
.lOS
\3S0_
,9- r 79^9 3, 1^,-^ ,(.4.
17 2^2
1-'--^
.. — Showing Wear of Tire.
The sixth column headed "total" shows the sum of the
pressures of the four wheels upon the rail. The total pres-
sure varies from 67,712 pounds to 45,935 pounds, a difference
of ten tons. The sixth column is represented graphically
in sheet No. 2.
The seventh column shows the pressure against the pin
normal to a line passing through the centers of pin and
wheels, or the force at ttie pin tending to produce rotation.
This column is represented graphicallv in sheet No. 3.
The rotative force at the rail can readily be deduced from
these figures.
The eighth column shows the relation between the forces
producing pressure on the rail and the forces which have a
tendency to cause the tires to slip. The figures are ob-
tained by dividing the force tending to slip the drivers,
or the rotative force at the rail by the pressure on the rail.
We will call this ratio the coefficient of slip. It corresponds
in form and relation to what is known as the coefficient of
friction. If the value of the coeflicient of slip is equal t
coeflBcient of friction the wheels will be ^^ '
sUpping.
Sheet
the verge of
graphical representation of these val-
The coeflicient of friction between wheels and rails o
the coefficient of adhesion, is given by Haswell as foUovs
Table No. 2.
CO-EFFICIENT OF ADHESION UPON DKIVING-WHEELS.
Condition of Rail.
European
practice.
American
practice.
Rail
:;;■;• 'i- ,-.:::::::■•■.
■:^;;:i I
33
Vi
•16
to acas.-
by dividing the horizontal
at the rail, that is just sufficient to
the pressure of the wheel on the rail
iirectly with the values given in the
same location. This vanes
. ill most cases the flat place on
.-,^ than that on the left wheel,
uson to believe that tlie flat
heel has been modified by a
'hand \
table N
fi:^!:.
lected to iuLLi.^.\ \
balance, and in addi
necting rod effects ;i
cases show some %\ti
rTEiiTi::::::::"
^ ~~\
\
/ + ----^
/ 1
^
L It , ""■
\j
'~~~ L tt~~ i-Xl
^i _L ^ 5 ^-
\ / ^ " /^'
k3 ±W ^;
1 i ^
+ __
I \
\^ /
^
? i 1 1 1 1 i 1 ill ill i
Mill 1 i , ; i
THE RAIL^VAY MASTER MECHANIC.
/^
.m^
7 \ '^
.mr
" ::J:___z::5:
1 L_-^-— --
^"^ X ■'^ -t
/ \j_ [^
-.---...^ r
^-^ \^
.7X1-
"°°'
C^ ^H A
h ^r\ P\
^'^ ^-. -^^!lllll^+=1IIIIIIF4^
I i '. \i^ i '■%'k^\\\l\\i
mmmmmmi
Sheet 3.-
-Sliowixr.
F.u>, E A,TiN<;
ixmaing with that of the left back wheel
but always less
doubt K-s
, more careful
measurement would l.;iv,-li..>M,
Considering the four tl:il i' . ,
n the neighbor-
hooUof SOdeg.. «-hvd..i!„
■. ! ■ - 1
seems to show the rea-,,, , , .
the pressure of the four \v '
Ibs.;R.B.,10,3.Wlhs..a„
correspond with these [n
places on these whetl>-.
•h can scarcolv
be accounted for by slips but aie
Ukely due
to soft places
creases the coefficient of
slip is varied by the increased
■ the action of
steam prcssun- iuhI rut-.-ff ,,;-..- ,
•1 , , ■ • ' - .
There is a pn-Mlnlin .1m1 f.
tions, covering a -ulli.i.nl ,,,n.;l
aicthe
-Mlld,-
™iop the following: FK,. , ,.
■ . ,■■ Ml.
1
■isn, but much less thai, i
total pressure on the rail i
It W,lUl.lal.|,r.,, I!,.,
11,000 lbs. the tendenc
is very alight.
The conclusii
miu-ized as folU
1. Flat pla.-.
tolackof uiiii.
•J. The Hat i
to be drawn from the above may be sum-
ili'.i:,u \\'.-^' ■ Hi- arr not entlrclv duc
• , , . i'.v.ifthesanie.
~ I . ' . • . -Timp themselves
aiipcar at random on any
■ . i! idealities as fixed bv the
i. iiut ofslip.
old be jis light as possible com-
[parts,
with smooth
veight of the reciprocating parts should be as
COMMUNICATIONS
The Value of Mechanical Journals to Railway Men.
'o the Edilni of the Railway Master Mechanic.
I road \vith much interest Mr. Mellwain's deseriptioc
II your last issue of the apprentice system in vogue on his
.O.VIXST PlX T.. I'mnUiF. KI.T.VT1I.N.
road at London, Otit. Boys trained as his boys are should
prove good mechanics. But I would like to urge that after
they have finished their studies they should n. ake it a
point to follow the current periodical literature devoted to
their line of work.
That the value and us-jfulness of mechanical journals is
M.'t as well recognized and appreciated among the various
.isses of mechanics, etc., as should be, is only too true,
Surely the average mechanic of to-day could learn much of
value if he w ere a constant reader of one or more of the
journals published in his line of mechanical work. There
is certainly no valid argument which can be advanced to
sustain the statement which is so frequently made when
one is asked to subscribe for a paper, " I can't afford it."
One can scarcely go into a home in which will not oe found
one, and very often several, periodicals, of a purely amus-
itig or entertaining nature, the price of which in mist
■ ascs exceeds that of any of the mechanical publications.
W liy, then, should the plea "I can't afford it" be advanced
•hen one is ivsked to subscribe for a mechanical paper
\\ hich would, without doubt, benefit the mechanic if he
we- c a regular reader of the same.
There is no one mechanic, no matter how varied his ex-
perience may have been, who is familiar with aU the differ-
ent methods or -'kinks" employed at the many shops
throughout the country to facilitate and bettor the work of
the mechanic. If he is an earnest reader of one or more
mechanical journals, and is desirous of picking up and ap-
plying those methods which are now to him, he will doubt-
less find many of them during the year.
The brightest and most practical mechanical men of to-
day are those who are extensive readers of mechanical
literature, and many of them are also contributox's to the
same, thus enabling others to profit from their experience.
It is a duty of those in charge of the mechanical depart-
ments to urge the men under them to take and read regu-
larly one or more publications devoted to their interests.
Such a course would not only enable the men to kiiou
something about what is being done in other shi>ps. hni
would also increase the efficiency of their work, am! in
many cases result in increased wages.
The business man of to-day would be considered as an
"Old fogy" if he did not keep up with the times in all mat-
ters pertaining to his business : and he can find no better
way of keeping up with the times than by being a con-
stant and observing reader of the current literature of the
day which is devoted to the line of business in which he is
) -it should be with the mechanic. He should
_^ s_
y"^^^
/"v -/ K
-i \ 2r A
1 \ J ^
"^
1
T \ t \
y ■ ~ - 1
1 \r V
^ \L ^^-'^
t
-t y" \
\ / L
j^ ^ "" X
•;/ . i . i ^ . 5 . ^ 1 LL§ ^ LL =
kb h ^ h HIH ^ H M ^Nb
not be contented with allowing himself to go along day
after day in the same old rut, and not care to know any-
thing more than simply what he has been Uiught in the
shop where he is employed.
It is Bcnncwhat astonishing that, taking into cousidera-
tion the bciu'fits to be derived from a careful reading of
publications dcv-otcd to the mei-hanical world, there is such
selves of the priviU-gcs alTordcil them. A mechanic to be
pl-ogl-cssive should be a student asking as he lives and
makes mechanical work his business, and it nmy be safely
said that no one gets too ol.l to learn; and when a mechanic
attempts to go along year after year and simply rely n|)ou
what he may pick upfront his fclli>w woi-kiiicii in a shop
for advancement, he may reas.iiMli:, - -p..' i!,,,i 1 1;, , n.i ,if
the year will not find him v.-i,, : : - i, ,. ,,,,,
at the close of the year before, > . i ,. .. , i
to a student who ^vould attenipl ■-.-.■' i ■ :,
""' '!'■■ "- '-i" ■ -ui-.rof study and text I i t„ ,: i,,,-
'■a'. ',iio would .simply i-oiii- 1 1,
I'l' ' ■ 1 1. -re and there from li;- i. i,-.
thought to the m:
article and put the
n.se— and to the latt
■11 give no further
11 read the same
iiade to practical
AN IMPROVED REFRIGERATOR DOOR FASTENER
We submit herewith an engraving of an improved
refrigerator door fastener, which possesses unusual
merit. This fastener has full control of swinging
doors, and it opens and closes the d(K>r by a simple
movement of the lever handle shown in the engrav-
ing. In fastening the door it is closed, and in iinfa-st-
bcnt into a hook at the toj) and slightly bent at the
Iwtlnm. iis shown. In operation the door is jnished
nearly closed, and then the lover handle is pulled
downward, which causes the Ix^ut ends on the vertical
bar U) 1k' guided into mortised scats (which are metal
lini'il 1. a half-inch steel i)in inserted in the bar at Iho
c.iiti-r at the same time entering a slotted handle on
IIm- iipiiiisit* door. The operator thus has the aid of
tliic-i- inclined idancs. one at each end of the door and
lliciitlioi- near the mi ..ami id. .ioor is shut tight
while- Ihi- lurking' 111" . . ■ . their respective
M-at.-. Th.- din.r i- til - _ ,; and locked at the
same moment. InuiJctaji„ iiu duwr the lever is simply
THE RAIL^VAY MASTER MECHANIC
moved back toward its original position, and ttie
faces of the locking bar and of the locking catch will
assist to open the door readily. The simple unlocking
of the door by means of the lever opens it in the same
motion to an extent of about 2 inches. All the theor-
etical promise of this excellent device is borne out by
its work in acrtual service. It is now going on to 475
.\rraour cai-s. and on cars of the Anglo-American Co.,
the A. R. T. Co.. and the Ea.slman Car Heater Co.
Where this device is used there is no occasion to use
a maul or aledge hammer, or the crowbar, for there is
no difficulty in either opening or closing the door.
The device is made of malleable iron and wrought
iron, and is the invention of A. \V. Zimmerman. :ii"i
Phenix BWg.. Chicago.
Tbr
■ of tli.-
hitc.st designs of the Bei'ry tt OrtUm < 'onipany. ol
l'luliulili>hia. It is intended particularly for heavy
work in car' shops, and will lx)rc eithei- square fr-om
the siufatH3 of the timl»r oi- at an angle therewith.
It is de.st^riljed as follows:
The three boring spindles have each a movement of
:;4 in. across the table and a vertical movement of IS
in., and can 1k> set at an angle of 4.') degrees or less.
Each spindle, any combination of two, or all three
can Ix! moved at once across the table by means of the
hand wheel shown. Kach spindle has a quick return,
and is strongly driven by a 4-inch belt through a
pulley of H in. diameter, which gives abundance of
power for driving the largest augers through the
lia'.li 1 ini.i- r,- ..i,„k1. The tabic is made of glued
i| ' : - I, v.-nccrcd both on Imttom and top
^M!^ .,' ,11. ].ino IJ in. thick. The table is
iiia'i' '■' :r ,, ' u;:l)i required, and is fitted on Iheedgc
with a mwntjcr of sto])s for duplicating work without
the expense of laying out. It is also fitted on the top
with a system of bolsters and clamps that take in 24
in. in width to receive and secure the timber to be
lx>red. The whole is mounted on a system of rolls
12 in. in diameter, and placed alx>ut 3 ft. apart, on
which it is readily moved either by hand or power
through the feed stand and shifting bar, as shown.
Three or four car sills or plates can be placed on the
table at once and moved by jxjwer forward and back
at the rate of 200 ft. jjer minute, or moved by the hand
wheel to the finest adjustment. There is one of these
machines in operation, with a table 75 ft. long: the
usual length for freight car work is 40 ft., and for
short work is 14 ft. The total weight of the machine,
with a 14 ft. table, is about 5,000 lbs. Each machine
is fitted with a coimtershaft, Ifi auger bits of a-ssorted
sizes, and a full set of forged steel wrenches.
mXE.
better adapted to the locomotive of to-day, and enters more
fully than formerly into the causes which produce certain
effects which are familial' to the men operating the locomo-
tive. The author says in his preface that in working out
these changes it has been his constant aim to improve the
work and make it of increased value to the men who have
displayed a decided inclination to make this treatise a man-
ual of the business. This boob is one of those really prac-
tical treatises which are bound to be of material beuelit to
theu* readers. The work is, as is now pretty well known, not
so much a treatise on the locomotive as on how to run the loco-
motive. Some idea of its scope may be gained by t
ing the chapter headings, which arc as folic " "
and their duties ; how 1 mi
RUBBER COVERS FOR VALVE WHEELS.
The rublx'r covering shown in our illustration is in-
ended to he applied to valve wheels, water combina-
ions. and gauge cocks. Rubber being a non-conduc-
rir of heat any hot valve wheel fitted with the above
covering can be han-
d 1 e d without bm-ning
the hands. It can bi-
put on by simply
stretching it over the |
wheel, and in a few
days on a hot wheel it
will adhere strongly
to the metal. On cold
wheels cement is lused.
The rubber used is of
special composition and
will not burn on
hot wheels. These cov-
ers not only iirotect the hands from the heat, but en-
able the valve wheels to be moved without slii)ping
through the hand. These rubber covers are furnished
bv .Icnkins Bros.. 71 .lohn street. New York.
follows :
spection of the loei
ning a fast freight
trip; running a f.
Ennes: shortness <
Engineers
nade; in-
i V for the road ; run-
•'• hUl ; finishing the
hard steaming en-
isordoi-s: injectors,
Book Note.
A new edition, the Uth, has been issued of ''Locomotive
Engine Kunning and Management," by Angus Sinclair. In
this new edition a number of alterations have been made in
recognition of the great changes that have been made on
the American locomotive since the first edition was pub-
lished, some six years ago. The book as now published is
hances the value of the whole.
PERSONAL.
Mr. John Glaser has bee', appointed master mechanic of
the Cleveland & Marrietta Itailway.
Mr. J. D. MoPhail, of the Columbus. Midland & Gulf,
has been appointed master mechanic of the Columbus
Southern.
Mr. John McGrayel, master mechanic of the Dcs Moines
& Ft. Dodge dhision of the liock Island system, has re-
Mr. T. F. Warwick, master mechanic of the Au^sta
shopsof the Central Railraad of Gooi'^a, has resided to
engage in private business.
Mr. M. J. Rogei-s, formerly of the Chic^igo, Santa Fe &
Califoraia, has been appointed master mechanic of the
Florida Central & Peninsular.
Hv. G. T. Johnson has been made master niecbanii- of
THE RAIL\VAY MASTER MECHANin.
Mr. VV. F. Bradley has been appointeil master mcehanie
if the Toledo, Ann Arbor & Northern Michigan Railway,
ire Mr. A. Galloway, whose resignation we have pre-
iously noted.
.Ml \\ li li.ni 1-. iissistant master meehanie of the
iti i t .V -^.iina Fe Itailway, who was formerly
•'■I' ' . Kan., has his headquarters now at
Mr. W. U..Taber h;ui been api"'!!'. -. ,... , i
the Dunkirk, AUcgheny Valley ,v I ' i ;
Ml-. J. C. Haggett, i-esigned. .\li i >,., ; : ,
locomotive foreman on the New Voik ^. .Ncu l-^n^i.iml.
Ml*. C. F. Ward, whose resignation as master mechanic
of the St. Paul & Duluth we have before noticed, has been
iipiwinted master mechanic of the Gulf, Colorado iSc Santa
Fe, with heatiqmu'ters at Galveston, vice Mr. ,J. J. Tom-
Mr. H. L. Leach, Jr., now master mechanic of the Che-
shire di\ision of the Fitchbui-g road, with otHce at Kecne,
N. H.. was for some years genend foreman of the shops of
that road at Fitchburg. He is a young man who has made
a good record.
.Some important transfei-s have been made on the west-
ern lin-js of the Pennsylvania System. Mr. W. W. Rey-
nolds, master mechanic at Columbus goes to Logansport to
take Mr. W. C. Arp's place, who goes to Dennison. Mr.
S. P. Bush, heretofore at Dennison, goes to Columbus.
Mr. John D. Campbell has been made assistaut superin-
tendent of motive power of the New York Central & Hud-
son River Railroad. Mr. Campbell resigned the position of
master of transportation of the Manhatt^in Railway to go
to the New York Central and assume his old specialty—
mechanical work.
Ml-. R. F. Ifiedell, who was recently appointed to the posi-
tion of general foreman of the Chicago & Erie railroad at
Huntington, Ind.. as noted in our last issue has been pro-
mote*" to the position of master met-hanic at that point. Mr.
H. G. Bechhold, fonnerly engine dispat^-her, has been ap-
[tointed to the position of general foreman, succeeding Mr.
Kreiiell. Mr. J. H. Cook succeeds Mr. Bechhold as engine
dispatcher.
It is rumored that that Mi*. J. W. Griffiths, pui*chasing
agent of the Union Pacific, is to be made general auditor of
the system, that the office of purchasing agent of that road
is to be consolidated with that of the Missouri Pacific, with
Abram Gould at the head of both, and that Mr. Ira O.
Rhodes, chief clerk of the supply department of the Union
Pacific, is t« be assistant purch;ising agent of the latter,
with headquarters at Omaha.
The position of general foreman of the Chicago & Erie
r.iilway at Chicago, which was recently resigned by Mi*.
Thos. FUdes, has been filled by the appointment of Mr. W.
H. Johnson recently of the Indianapolis & St. Louis, and
who was formerly master mechanic of the Chicago & West-
cm Indiana Belt Line. When Mr. Fildes left his position
on the Chicago St, Erie he was presented with a beautiful
gold watch by the employes of the road in t^ken of the high
esteem in which he was held bv them.
Mr. John L. Thur
the l*oad" for the .■
himself with the Sli
, who has for many years been "on
ms ,& Westlakc Co., has connected
. in-Williams Co., with headquarters
at the New York office of that concern, 178 Fulton street.
Vei*y few men who travel for railway supply houses in this
country have so wide a circle of acquainUinccs among i*ail-
road men or enjoy as well deserved and fairly won esteem
as does Mr. Thurbcr. In many hundreds of railway offices
Jack Thurber is a welcome visitor. He has left one of
the best concerns in this country to attach himself to
another of the same kind, and of his success in his new-
business no one who knows him can have any doubt.
Mr. William Voss has gone back to his old love and is
now assistant master mechanic of the Bui-lington, Cedar
R;ipids & Northern, in charge of the car department. It
will be rememberctl that some time ago Mr. Voss left this
road to enter the scrrice of the Fox Solid Pressal Steel
Company, and that he subsequently became master car
builder of the Illinois Steel Company. Mr. Bu.shncll was
finally enabled to offer such inducements to Mr. Voss as to
tjike him back to his old home. It is a matter of congratu-
tion that Mr. Voss has been brought back into the railroad
service.
All westerners will be glad to hear that Mr. George H.
Poor is now in business in Chicago. He has assumed the
management of the sales department of the Boyer niilway
si)eed recorder. Mr. Poor made hosts of friends, not only
through the w*est, but throughout the ea.st, during his long
connection with the American Brake Company. He has
for some years been in the eiist, and of late has occupied
the position of geuerul superiuteudont
latial Car Company, of Boston, in wl
still interested, although imt .-ictivclv.
the very commendable things .1.! ■ ,,
pointment four months ago is i ; .
building adjacent to the round \,..t,..- .,■. h, ,i,i,ju.,i t, , - i,,,
■ li- iM > i^aiid firemen. Thefirst floor is :i hirj;,', well liglitc.l
! .haii-s, tables, etc., whei-e the boys can read,
-. ir talk comfortably. Upiitairs arc several ii*on
I III- liii, il upsothat men can catch a few hours* sleep in
times of emergency. A few framed pictures for the w-alls
of these rooms would certainly not be refused.
The report that tli.- positic
theC. C. C. .^ -s! r. l: n ,,
Mr.G.J.Wm
position, ni: il- > i .
i-ington. Ml- Wi.i.i :i ..-III ,1
adjusted to compensate for w-ear of wheels. It can
applied by one man in a few houi-s. The charts can be :
placed in a few minutes, and read at sight without the i
hanical engineer of
islicd is incorrect.
I ■•■bruary 1, to that
II I. f Mr. S. H. Har-
lis present position
apprc
with the London & Northwestern Rail
Webb, and was in the drawing office of that road l.i
.years thereafter. He came to this counti-^i- in isr». an.i ■
three years with the Pennsylvania RaiU-oad at Altom
He held the position of assistant and chief locomoti
draughtsman with the New York, West Shore & Buffalo
under the late Howard Frj-. After Mr. Fry's death Mr,
Worthington accepted the position of chief draughtsman
with the Norfolk &■ Western raih'oad under Chas. Black-
well. He entered the service of Big Four as mechanical
engineer, as we have stated, on Februai-y 1 of this yeai-.
We .ire glad to learn that the Big Four has not abolished
the office of mechanical engineer, an office which should
prove of the gi-eatest value in the operation of any raih-oad
of any importance.
Mr. A. F. Redfleld, foreman of the Wisconsin Central
shops at Stevens Point, died recently, aged 3.5 years.
Mr. Redfleld was bora at Stevens Point, April 1, 18.56, and
commenced work in the Wisconsin Central shops at that
place when 16 years of age, at the very foot of the ladder.
He gradually worked his way up to the position of general
foreman of the wood-working dcpurtmciit, which position
hehad held for the p^isi m I .. i! - 11- ii,:- iv^isrecog-
nized by all w-ho km v, , ii ,, ,,| ;„ hjs
ideas, careful and until II _ i. i . , i' i , .m.i would
without a doubt have In in ii! ■ i i- li: ,i i, ■^'■.< i jmsitionat
no distant day in the future. He was a member of the
common council of Stevens Point for a number of yeare,
and he was a member of the board of education in that city
for the past two and one-half yciirs :iii.l its tv-isiirr-r at the
time of his death. His good, . 1.- 1
elated wherever he appeared, « In '
or school board. Mr. Redfleld « ,i-
Lodge No. h:3, F. & A. M., and of
R. A. M.
SUPPLY TRADE NOTES
—The business of the Diamond Machine Co., of Provi-
dence, R. I., at the close of ISIW showed a large increase
over any previous year in their existence. Constant addi-
tions of machinery and tools have been made to their plant
(which latter has also been extended in the year ISW) i»
oi-der to enable them to keep up with their demands. Theii-
orders show no falling off in extent, and they cover all the
points of this counti-j- and abroad. Renew-ed efforts and
further additions are to be made in 1891 to increase their
production and sales.
—The Bi-i.ui, .V s!i ir|,i M mill, iiiiiiig Company, of
Providenc.-. K i - i irne paper weight
which bears , I i- , i , , , , it nl upon celluloid,
of their extciisi,, •,,,i;, \\ , -nn in. lu the short history
of the business ciiiiduftrii hy this ciinipaiiy, given on the
back of this pajier weight, that the floor space occupied in
18.T.3 was 1,S(K) sq. ft., and that the toUil area of the
floor space of the buildings now occupied, and shown in the
engraving, is four acres, indicating a truly notable gi-owth.
—The Boyer railway speed recorder, which was illus-
trated and described in our issue of April, 1»SS, is now-
being actively pushed. An office has been establLshed at
"09 Phenix Building, Chicjigo, under the management of
Mr. Geo. H. Poor, w-idely known through his long connec-
tion with the American Brake Co. There are many reasons
which might be urged why this speed recorder should be
placed upon ever>' road engine in this country, among
which may be cited the following : It is compact, simple,
and reliable under all conditions. It is a protoc-
the engineer and the road. It will indicat« the actual
it all times. It will record within one per cent, the
exact distance traveled. It will lubricate itself for .50,0(10
miles. It is guaranteed for three years. II cai
I :.i- x\ ' ■..i..,iiiiii.,i .1.1 .,1-1..,; is Im iiig placed upon al'
tluough paiscugcr equipment of the Lake Shore ,& Michi-
gan Southern Railway.
—An announcement of special interest to railway men is
made by the McConw-ay & Torley Co., of Pittsburgh, con-
cerning a guarantee which they will undertake covering the
maintenance of Janney couplers. They will enter into
contracts, covering a term of flve years or longer, to main-
tain these couplei-s for freight serrice at the fixed rate of
$1*00 a year per car, the insured being given the right to
ivithdraw from the contract at the expii-ation of any one
—The Page Belting Co. has opened a New York house at
at II! Dey street under the management of Mr. G. A. Piei-ce.
The stock of made up leather belting which will be carried
is the largest in the city and all orders can be filled with-
out even slight delay.
—The Fabric Fire Hose Co., 13-1.5 Park Row-, New York
City, has issued the Hrst number of tlic I'uti-nl. a magiizine
fiUed Willi III i_-in,i :;:n-!),it,.,,,- ,,,. ,_,i,i iMi-agraphs.
The illu.sti-,,! II, immorous,
and good tiisi, , ,!, ,■ , |„,,,,,, : , , , i , ,, , i, „tsof the
publication im i. s, :,,,,„i -i-t „,,,,,,,,, ,,,,^,i,; ,„ benefited
by such advertising.
—The Delaware & Hudson Canal Co. has recently
changed its Belt Line train from dii-ect steam to the Con-
solidated Company's commingler storage system with the
temperature regulator. The piping formerly in the cars
was used and the cars are now- heated by dii-ect steam or
by cireulating hot water, at »-Ul. The regulator has auto-
matically held the temperature of the cars within two de-
grees of 70 deg. for several weeks past, during w-hich the
outside temperature has varied from between zero and 60
—Private cars have recently been equipped by the Con-
solidated Car-Heating Co. as follows: The "OrienUil," a
magnificent car built by the Pullman Company for Austin
Corliin. oquipped with the coil and disc drum systems; the
■ vliiiilt 1. ,i: -111] ,11 iniiii ,it Koston, equipped with Consol-
nl I I iiinmingler; the Lehigh Val-
I' .1 11 iM"-d with disc drum and Con-
.solul.iUi; 111. i,i,, , ,■, , II, n ifiirris Palatial Car, equip-
ped willi Cm, . n,, I I I ,.,,. .,„j Consolidated
direct stciiiii -' ■ i i i , I ■i.iti.- president's car,
equipped wiiii i m:„,,i,i iimim.i.r system; the Wag-
ner car "Gladsloii,-. L-quippi-ii Willi ( oiisi.li.lil. ,1 , ,,iimi;ii-
ler system and automatic tempcratur. i _ |.,, ;
dent's car, Buffalo, Rochester & Pittsliin- 1 ,ii,,„.i ,i!
i-i I ■> V,, il „ , I, ( '(msolidated com-
iiiii- ' ' '11 !"■- ■ I' ■' " York, Ontario &
\^'' -'■ ' <- '■,"'! I " i!!i c ■,.ii-,.,:,:.ii, ,1 I ■ommingler system;
New York Ci-nti-;il ^t Hudson Kivei- Railroad, three pay
ears, equipped with Consolidated commingler system.
—The Universal Radial Drill Co.'s Fcbruan- calendar
card bears a handsome engraving of the company's 17 in. en-
gine lathe, together with a full description of same. Copies
may be had by addressing the company at Cincinnati, Ohio.
-The Cleveland Twi-st Drill Company, of Cleveland, C,
has removed its New- York OBIce from 101 Chambers street
to numbers MtO-Wi Reade street, where the firm w-ill be
pleased to sec any of its patrons w-hen in New York. The
firm is can-ying a very large line of twist drills and is pre-
pared to fill all oi-ders promptly.
—The Dunham Manufacturing Company, which has an
enviable fame in railw-ay cireles, will hereafter lie kuow-n
as the Q. & C. Company. The officers of the new company
THE RAIL^vTAY MASTER MECHANIC-
March, 1S81
are the same as the oM, \-z. : W. L. Fiuley, president ; C. F.
Quincy. U-easurer. and Arthui- Crandall, sccretaiy. The
railroad specialties manufactured by this company arc, the
Q. & C. trolley door, the Dunham car door, the Q. & C.
brake adjuster, the Globe ventilator, the Servis lie plate
and the Da\-ies spike. The main offices of the company
continue at Chicago, 703 and TOT Phenix building, the New
York oflice at 120 Broadway, and the Montreal office at 61
Imperial building.
—The Pullman Sash Balance Co. recently received the
largest order tor sash balances to be delivered in one ship
ment ever placed in the United States. The order came
from the Barney & Smith Manufacturing Co., and was for
3,S0S car window balances.
—The Susquehanna Coal Company has ordered 1,000
hopper bottom gondolas. They are to be fitted with the
Westinghouse automatic brake. Five hundred of the cars
go to the Erie Car Works. The drawings of these cars ;
were made at the Altoona offices of the Pennsylvania Rail" j
road.
—The Xcw York Car Company is building 100 cars for
the Huntington & Broad Top Railway.
—The Dickson Manufacturing Co. built, during 1890, TO
locomotives, of which 1.5 were consolidation, 40 moguls, 3
passenger, 4 switching, and il mining.
—The Portland Co. built 11 locomotives during ISHO.
—The Schenectady Locomotive Works built during 1890
:«T locomotives, divided as follows among the various
classes and cylinder dimensions : Eight wheelers — one lOx
34, eight lTx34, twenty-four 18x34, and thirty-three 19x34:
total eight wheelers, 06; ten wheelers — twenty-five 18x34.
ten 18x26, thirty-eight 19x34, and nine 19x26; total ten
wheelers. 83; twelve wheelers— five 20x36; moguls— twenty-
five 19x36; consolidations— twenty-two 30x34, twenty 31x34;
total consolidations, 43; six wheeled switchers— twenty-
one ITx^, seventy 18x24, thiiteen l«x34; total six wheel
switchere, 1(H; four wheel switchers — two narrow gauge
9x16, four 15x33, two 16x34; total lour wheeled switchei-s, 8.
In addition to these were built one ten wheeled compound
19x3Tx34, one ten wheeled compound 30x39x34, one ten
wheeled compound 20x39x36. and two consolidation com-
pounds 30x39x34. Twenty of the locomomives built dur-
ing the year were fitted wnth Belpaire fire-boxes.
—The Lake Shore & Michigan Southern Railway Com
pany has contracted with Barney & Smith for 10 passenger
coaches.
—The output of the Pittsburgh Locomotive Works dur-
ing the year 1890 was l'i"> Imiimotivcs, divided as follows:
Pourwheeled switchiiiL' ■ !._'i ■ -, ■ -;\ wheeled switching
engines, 10: eight v ii
wheeled freight engin. -
— The large product "' i
theH. K. Porter & C.i.. "f
in size from .5x10 in. cylindi
from four up to six drivci-s
some had tenders. They
varying from 30 in. up U
order from four up to 31
sidewalks, is now controlled by the Multiple Speed & Trac-
tion Co., of Chicago, recently incorporated. The incorpora-
tors of this company are Octave Chanute, Joseph Stockton,
A. P. Gilmorc, Arthur Oit. Peri-j- H. Smith, Jr., J. L.
Foster and J. L. Silsbee.
—In our last issue in describing the Smith perfected
friction track drill we stated that it was for sale by P. F.
Smith of Boston. It should have been said that it was for
sale by the Smith Friction Drill & Tool Co., of 38 Oliver
St., Boston, of which company S. A. Smith, 33 South Canal
St., Chicago, is western agent.
Mashet'B Special Steel.
This steel so deservedly popular among those who perfoi-m
run their machines at a greatly increased rale of speed.
and thereby turn off a very much larger amount of work in
a given time then it would' be possible to do with any other
known steel.
The steel is made bv a sp.ivt pi-oress. w-hich produces
tion alone, f.
indicate wh.
brands of m ■
properties.
I manipula-
^-r, fail to
iirdcr, place and adaptability, without
becomes, comparatively speaking, a
This idea is proved and forced upon
Kiiiv honest efforts have been made to
and W. H. Christman appointed trainmaster at Marcelline.
Headquarters of A. E. Taylor, general roadma.ster, trans-
feiTed from Fort Madison to Chicago. George L. Sands
resigned as general superintendent of lines west of Mis-
souririver; H. R. Ni, 1,. r-. pii-iLt.-I jmmi:!! superin-
tendent of lines east ' ' \! - lirer, with
headquarters at Tope; i ! ' I assistant
general freight agent i i '-1.
ArcrsTA. GiBsox .v .s,am.i...sm, ..,.., I'lisideut R. M.
Mitchell, resigned.
BALTijinitE & Ohio.- F. H. Britton resigned as sui>erin-
tendent of western division.
Canaoux Pahfic— J. H. Van Zile appointed superin-
tendent of main line between Megantic, Que., and St. John,
N. B. John Stewart appointed superintendent of Atlantic
di\ision.
('i-xTu\i. oK (:i:nKiaA.— T. F. Wtirwick, master mechanic
;.— N. R. Adriai
Frei'i'ht \- i - ^Mtli headquarters
atsC Loo;- \ -■ i ■ I -milt Asent .\ S.
White to lal,. ' iL- ..■ I ■ ,- .i.,si,,u ilate Broekcu-
brough'si \' ' 'ti. (i. J. \\ orth-
iu.r„™i„;,o, _ .. S. II Harrington,
rr-|.ji..'0 I. I ' •-■ . ■ ,-■■■>!• --o-ral freight
, -- ' ; - appointed:
I' rii attained the dii
■ :i ,is to greatly impai
bupe
Taber appointed
LLET & PlTTSBUKGH.-
succeed J. C. Haggett, as mast
:o oinsolidations, 12.
01 ■ li.aivos turned out by
l>itt. burgh, during 1890 varied
■s up to 14x34 in. cylinders, and
Some had pony trailers, and
lere built for gauges of track
.57 in. and weighed in running
.ns each. They were built for
various service, passenger, street railroad, noiseless motors,
freight, mine, furnace, logging, mill, plantation, brick
works, contractors, coke ovens, and steel works; and they
were shipped to all parts of the United States and to Bra-
zil, Cuba, San Domingo, Mexico, United States of Colom-
bia and Nova Scotia. Most of the fire-boxes had crown
bars, but some were built with radial stay bolts.
—The New York Engraving & Printing Company, 330
Pearl street, have published a very attractive calemdar in
the shape of 13 cards, loosely bound, each bearing the cal-
endar for a month and a beautiful halt tone portrait of a
leading actress.
—The Martin Anli-Fiie Car Heating Company is equip-
ping a train for the A., T. & S. F. R. R.,— which will be
the first introduction of the Martin system on that road.
The "combination" equipment is the one adopted.
—During 1.890 the Lima Machine Works turned out 58 of
the Shay locomotives, which are intended especially for
switching, logging and mining roads. Some few of them
however went to the ordinary steam roads for hill service.
—The Cooke Ixicomotive & Machine Co., of Paterson,
X. J., turned out during the year 1890 eighty-two locomo-
tives. Of these IT were 8-wheelers, six moguls, 40 ten-
wheelers, 1.5 consolidations, and four six wheeled switehers.
Seventeen wa-re iiite-iided for passenger service, 41 for
fi-eight. four for switeh. ami 30 for mixed service. The
eyliniler liiineiisieiis were distributed as follows: 11, ITx
34; 111, lsx-:4; 4i;. l'.i.\34. and 1.5. 33x38. Of the 82 locomo-
tives four were fitted with Belpaire fire boxes.
— Tlie Baldwin Locomotive Works during 1890 produced
9.5:3 locomotives, classified as follows : One pair of drivers.
1, two pail- of drivers, 340, three pair of drivers, 439, four
pair of drivers. ST.").
— The ingenious device illustrated in our last issue, by
which passengers are to be moved upon a set of moving
At the shops of Wells, French & Co.,Chlcagr, there
is a convenient arrangement for handling wheels and '•
axles when takiny them to and from the lathes and ',
jin --e- The iiiaehinei\ lias neently been rear- '
I a' .1 .r ;- are placed in two ' '
V.' - - ,, ,, - i ~. ,■ 'I ft. The lathes
ii I ov ail si, -I o, -ana ■ a\ . t hat is. with their
bacKs luuanl llic ulher ruu . \l„oe the elear siKlee
between them there is an overload iiaiek for a tr:uel-
ing hoist, and by means ut ii :i.\le fia-e iiiiis .an lie ,
brought to the lathes and the linislied wmk taken
from them. At each lathe tlui-e is siispinded a hoist. ,
and it is so placed that by means of it an axle can :
easily be placed on the centers by the one man. At I
the back of each lathe there are small horses on I <
which a number of axles can be placed. These are
high enough to bring the axles almost up to the lathe ;
centers. In placing axles in the lathes they are •
grasped and at the same time lifted to the required
height by one movement of a short lever which forms ' i
a part of the hoist, and then swimg into plai'e In I
this way no extra employes are needed to assi-; ,,
lathe men in handling their work. The me . ,,,
track by which the axles are brought to the lai I -
continued from them and carried in front .a h
wheel press, at which point it dro]
ciently U) bring the a;
sertion in the wheel
receive an axle is run onto a small casting Bush with
the Hoor containing a groove for the flange. When
placed on this shoe the wheel will stand upright of it-
self. The second wheel is supported in the same
manner and when the axle is in the right position it
is slit>|ied as far through both wheel hubs as possible
lo the ,, MM lit of a lever which slides one of the
sip. , h.'eluponit a sufficient distance tor
II r 1 1 i s movable shoe is set in a couple of
-II,.,.- ii III- [.iirpose. The object of this arrange-
■ jht position and
ly the edges of
-M. J. Rogers appoint-
larles Stiff, superintx ndent of western
to London, Ont., Assistsnt Superin-
diisr liis place. Mr. Tiffin placed in
\ Fe. — J. J. Tomlinson having
11 appointed master mechanic,
I ,,i:i.-t..n. Tex.
.i( construction and repairs between
;\i.. — Brent Arnold to succeed C. L.
1 general freight agent.
.—Levi Hege appointed temporary re-
\-,i II 1 .\ 1' lilak-l.,' appointed !
ait ..I .4. ii.aral.ii-l. ra ...al liraliches, includingthe
Heaver .M.-a.lows ami Ha/[etoii divisions. Jacob
appointed superintendent of telegraph, succeed-
Lattig, resigned. Master Mechanic Phillip
, of Weatherly, Pa., shops, deceased.
I i,r ..t ■Nasiivii.i.e,— President Eckstein Norton,
point
at the right level for in-
The wheel which is to
; the jour
not held
Maimetta & North Geokgi.
lanent receiver.
MissotKi, Kansas & Texas.
THE OFFICIAL RAILWAY LIST.
Changes for the Uontli of February, 1891
Ai.i.EoiiExv &KixzfA.— General Passenger Agent J. E.
Rooney appointed freight agent in addition to other duties
—J. B. Glover made per-
-President H. K. Enos, de-
ist ern division;
and passenger
Tanner appointed superintendent,
Chicago. W. C. Nixon appoi
minals at Chicago. W. B. Sc
to other duties, Sioux City.
THE RAILW^AY MASTER MECHANIC.
WALTER D. CROSMAN, Manager Editorial Department
EDWIN N. LEWIS Manager Business Department.
PUBLISHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the interests of railway motive power, eqaipment
and machinerj-. Commnoicatlons on any tflptcs snitable to these
columns are solicited.
Prior to January 1, 1886, this Jonmal was Icnown as The Rail-
way Purchasing Agent . It will still
adapted to the especial wants of all
the purchase of railway supplies.
Subscription price, »roo a year. Advertising rates and dcUll
the office by mai
THE RAILWAY MASTER MECHANIC.
The Rookery. Chicago, 111
New York Office: 43 Broadway, Room MS.
The QSIclal Railway LUt te publMed by this
VOL. XI.] CHICAGO, APRIL, 1S91. (XO. 4.
4 per
bonds.
UXT)MOTl\TE boiler explosions are being; reported
ill rather surprising numbers, and this fact should
cause all master mechanics to closely' watch the de-
tails of tli.-ii- boiler testing. The listof explosions for
the yuai- isiiii, ijiven by The Locomotive, shoves that
there were 22ii explosions during the year, of which
2.') were the explosions of locomotive boilers. The
largest number of boilers exploding in one class was
75, occurring in saw mills and wood working estab-
lishments. Under the classification "Miscellaneous"
comes the next highest figure, viz., 50. Third in the
list comes locomotives, namely, 25, although in the
named industries they come second. For a class of
lx)ilers which are designed and built with such care,
and the operation of which is superintended by a not-
ably high class of employes, it does not seem right
that locomotive boilers should come second in the list
of reported failures.
A CORRESPONDENT makes an excellent suggestion
with reference to placing literary food before shop
employes. His plan in brief provides for subscription
to a certain number of each of the leading mechanical
journals, which would be distributed among the em-
jiloyes on the circulating library plan. There is no
good reason why this plan should not be carried out
at any point, and no one who is at all familiar with
the current periodical literature devoted to railway
mechanics can question the value of thus circulating
pajjers of this cleiss— both to the employes and to the
company. Books on mechanical topics are all-essen-
tial as fitting the shop man for a higher sphere, bul
in these progressive times this class of reading must
be supplemented by the periodical publications which
from week to week and month to month present all
that is newest and best in the way of methods
signs, appliances and materials.
car lighting, read by Mr. Geo. Gibbs, of the Chicago,
Milwaukee & St. Paul Railway, at the February meet-
ing of the Western Railway Club. This paper, the
the first portion of which we present in this issue,
covers eight methods of lighting, classified as follows: In a circular referring
Candles, vegetable oils, mineral or petroleum oils, the Master Mechanics' A
ordinary coal gas, carburetted coal gas. rich or oil I of 188H, Secretary Sinclai
gas, carburretted air, electricity. It is at once ap- '
parent that a wide field is covered. The paper goes
into a description of these various systems and the
questions of safety, costs, relative advantages and dis-
advantages, etc. The information given in the paper
is invaluable, and the conclusions in general, we be-
lieve, unassailable. The main conclusion of the au-
thor, viz.: "That the present oil lighted cars are
or can be made, the best lighted in the country, and
that oil lighting is not, as is populai-ly supposed, im-
safe," will, we think, be echoed by any one who im-
partially follows his investigations. The words which
we have italicised, however, indicate the trouble with
all systems of lighting: that is, while they may be
normally first-class they require brainy and unremit-
ting care.
and the balance at the close of the year was *674,-
O«6-0I, an even$(iOO,OOOof this being securely invested
rge:
solution passed by
, at its convention
;mbers to promjjtly
from committees. This
If any of
readers honestly doubt whether the
I can be practically abated by the use,
on locomotives, of devices now in actual service tliey
should read the extract from the rejwrt of the chief
smoke inspector of the city of Chicago, published on
another page. Something over a year ago the muni-
cipal authorities of that city began to move in dead
earnest against the owners of steam making plants,
manufacturers, railroads, hotels, etc., for their con-
stant violations of the ordinance which declared the
emission of volumes of black smoke from chimneys,
smoke stack, etc., to be a nuisance. Hundreds of
prosecutions were instituted and fines to a very large
aggregate amount were levied. The result has been
that the nuisance has been to a large extent abated.
This has been accomplished very largely by the use
of devices which force jets of air in sufficient quan-
tities into the fm-nace to secure complete combustion.
This method has proved satisfactory on both locomo-
tives and stationary engines, and has helped largely
to dear the atmosphere of Chicago from the black
smoke which soft coal produces.
AT the convention of railroad commissioners held
recently in Washington the question of safety appli-
ances for train men was pretty thoroughly gone over,
with the result that action was taken urging the en-
actment of a national law compelling the use of uni-
form automatic couplers, train brakes and driver
brakes. As this action will likely prove to have a
very important bearing upon the situation we append
the resolution in full:
First, That a committee of five be appointed by the chair
to urge upon congress, as soon as possible after the opening
of its next regular session, the imperative need for action
by that body calculated to hasten and ensure the equip-
ment of freight cars throughout the countrj- with uniform
automatic couplers and -ivith train brakes, and the equip-
ment of locomotives -with driving wheel brakes, and pres-
ent and urge the passage of a bill therefor.
Second, That the committee, before presenting the bUl
to the appropriate congressional committee, be requested
after public notice, to give a hearing to accredited repre-
sentatives or such organizations of raih-oad officials oi
ployes as may desire to be heard.
Third, That the secretary of this convention act as secre-
ry of this committee.
In pursuance of this resolution a committee was ap-
pointed as follows: Commissioners Crocker, of
.Massachusetts: Hill, of Virginia: Rogers, of New
York: King, of South Dakota, and Smith of Iowa.
This committee is a strong one and should be able to
report a bill that, while protecting all rights, would
prove effective.
and fully respond to inqui
resolution reads as follows:
"Resolved, That it is the duty of every member
association, who may be actually engaged in niih
vice, to answer all circulars of inquiry issued
of investigation, at a date not later "than May 1 of each
year; and, should they not bo able to render the asked for
information, or any part of it, they should at least acknowl-
edge to the chairman of such committee the receipt of such
cmjular."
It seems surprising that it is necessary for those
who have the interest of the association at heart to
keep harping away on this point of responding to
ciiculars of inquiry. It would seem as though any
master mechanic who has enough interest in the asso-
ciation to join it would find that interest strong
enough to cause him to aid the committee work in
every way: yet the memljers are very lax in this
respect. As is well known, we do not favor those
reports which consist simply of abstracts of rei)lies to
circulars. Such reports are interesting, but can rai'ely
be said to possess permanent value. The ideal com-
mittee report embodies original expression of view
from the committee either in the shape of a record of
original experimentation, or in the shape of an essay,
but at the same time any committee can be greatly
aided in its work by information obtained from
answers to circulars of inquiry, piovided the latter
are intelligently worded. It is, therefore, the duty of
every member of the association to carefully answer
the circulars which are sent out by the various com-
mittees, to the best of his ability. We trust that Sec-
retary Sinclair's admonition will be heeded.
One of the finest monograph:
subjects that has ever been produced is the paper on
The workings of the employes' relief fund of the
Pennsylvania Railroad continue to bo satisfactory to
both the men and the company. During the last
fiscal year the employes contributed $440,103-8.3. The
company contributed .*69,838-01 for operating ex-
penses, and in addition $16,673 for extra benefits to
members disabled beyond the prescribed 52 weeks.
The receipts from interest] were $4,il49-27, making
the total $531,5(14-1 1. There was at the beginning of
the year to the ci-edit of the fund $149,15686, making
a total to the good of $6S0,720'97. Out of this was
paid for death benefits and for sickness and accidents
the sum of $46H,2!I4-11. The expenses were appar-
antly quite reasonable, being .$69,8:i8-01, this sum, it
will tx! remembered, being contributed by the com-
pany. This left a balance of $144,588-.85, but outstand-
ing unadjusted claims should be deducted from this,
leavmg a net balance of ■$22,104-89. Three hundred
and forty-one members received death benefits, the
average to each being $,560-23. At the close of the
year there were very nearly 23,000 members. The ex-
perience of this fimd. one of the very few of a similar
natui-o which have proved successful in this country,
ought to be duplicated on other large railway sys-
tems, provided that equal determination of purpose
and equally close following of strict business princi-
ples bo observed. An employes' saving fund is also
conducted in connection with this relief fund, and it
appears to be popular with the employes, for the num-
technical railway | ber of depositors increased during the year from 2,1.30
The deposits during the year were .$344,152,
A CORRESPONDENT asks US, in another column, the
difference between testing a boiler with steam and
with cold water. We advised him that the hot water
method is the preferable over all others. In view of
the large number of locomotive boiler explosions now
being reported, we give our reasons for this advice in
these columns. Inasmuch as the service of the boiler
must be one of resistance to steam pressure, it would
appear at first thought essential that the test be that
with steam. We do not fcnoio, however, that the boiler
will stand the test pressure, and we do know that,
if it fails undei- the steam pressure, there will prob-
ably be an inquest held on somebody, from the fact
that water heated above 212 deg. and confined so as to
give pressure, will expand into vapor (just the same
as gun powder goes into gas) when given an op-
portunity by reducing the pressure, such as would
follow the rupture of the shell of the boiler, by reason
of bad work or material. It is, therefore, not advis-
able or safe to test a boiler with steam pressure at the
risk of a disastrous explosion [\-ide explosion of a loco-
motive boiler at a Pennsylvania Railroad roundhouse
a year or so ago, while being tested by steam pres-
] With cold water under pressure there is no
danger of an explosion. In case the boiler failed the
escaping water would indicate the weak points with-
t serious results. There are, however, some objec-
tions to cold water testing, mainly on account of the
flfect of the heat in expanding the metal, changing
the shape of the boiler, and affecting the joints.
These objections are met by using hot water; and a
lx)iler can be tested under pressure with water, at the
boiling point, without incurring the least danger of
explosion. The defects consequent to bad metal or
workmanship will be shown up fully as well as by
using the more dangerous as well as exi)ensive medium
— steam.
It is a pretty difficult problem, no matter how care-
fully the details of each department are worked out,
to run the affairs of a railway system, without a
waste of material of all kinds in one form or another.
In one department the waste may be in one direction,
while in another the loss is accomplished in a diffei-
ent way. There are so many seemingly trivial ways
in which los-ses may occur that it is a most difficult
46
THK RAILVVTAY MASTER MECHANIC.
task to check them. In the mechanical departments
of the railways the waste is notably great, and unless
the most rigid supervision is kept over the various
details, a very considerable loss may take place. In
these close times it is the part of wisdom for the rail-
ways to practice the most rig-id economy in all the
various details, and therefore the heads of depart-
ments, foremen and others in charge of the woi-k.
should strive to see that as little waste as possible
occurs in their departments.
The channels through which waste may occur are
so diversified that to describe them all would be an
almost endless task. Xo doubt the losses which re-
sult through a waste of material, etc., on almost any
one of the large lines in the country would enable
the road to pay quite a respefttable dividend each year
if these losses could be stopped. But it is impossible
to altogether stop the waste which takes place, and
therefore the only thing to be done is to reduce it to
a minimum. But to accomplish this is a very diffi-
cult matter. If each individual employe could be
made to feel the importance of not being wasteful,
then the result could be easily accomplished, but each
employe has his own idea as to economy, and no two
of them ai-e of like mind.
As an example of these losses we will refer to the
use of oils. The loss occasioned through the too
liberal use of oils of various kinds amounts to quite a
large sum. One oiler puts, for instance, half a pint of oil
in a truck box, when perhaps one-half of that amount
would have been sufficient. It may be that one-quar-
ter or one-third, or even more, of the oil he applies
runs to the ground even before he closes the lid. He
thinks, "well, that don"t amount to anything," but if
he would stop and consider a moment what this seem-
ingly trivial amount was. he would be astounded at
the results of his calculation. To calculate the loss
according to our illustration, let us suppose that he
oils 100 cars per day. This would make a total of 800
journals oiled, and if he used one-half pint in each jour-
nal he would require 50 gallons of oil, which, allo^ving
that one-half of the oil was wasted by running out
of the box, would produce a waste of 25 gallons. If
25 gallons were wasted each day, the loss for a year
would be fl,125 gallons, which, at say 20 cents per gal-
lon, would amount to $1,82."). This is surely quite a
large loss, and that too, on only 100 cars a day.
The above is simply given as an example of one of
the many ways in which waste may occur. It clearly
reveals the need of impressing upon the minds of each
employe— even the humblest— the need of the econ-
omical use of material.
STEEL FOK AXLES.
The use of steel in place of iron in many details of
railroad equipment is undoubtedly on the increase,
notwithstanding a very general opinion that good
wrought iron is superior to steel for most purposes.
For locomotive boilers and fire-bo.xes steel plates are
almost imiversally used in the United States, and yet
the factor of safety in a boiler is smaller than in any
other railroad structure.
It will be found that where steel has most success-
fully replaced iron, the material has to resist a dead
load, or, if the application is repeated, the stress is
only of one kind, either tensile or compressive, but
not both. Where steel has failed it will be found al-
most invariably that it had to resist alternate tensile
and compressive stresses. A car journal at rest has
the upper fibres in tension and the lower ones in com-
pression. After making half a revolution the stresses
are reversed — the former portion is now under com-
pression and the latter in tension, and this change In
the application of the load is continually taking place
while the wheel is in motion, and at BO miles an hour
with a 33 inch wheel the numter of changes is over
1,220 per minute or 20 per second. The application
of the load is often outside the center of the journal,
causing a slight bending at the fillet which some-
times results in fracture.
The failure of steel is also often due to its
quality not being suitable to the conditions
under which it is used. Strange as it may seem,
steel has often broken bccau.se it was too strong;
that is, where tensile strength only is considered.
The tendency has been to take advantage of the
su()erior tensile strength ol high carbon steel, with
the expectation of getting a corresponding resistance
under conditions where stresses other than tensile
exist. The failure of steel under such conditions has
already taught us some valuable lessons, and the ex-
periments made to explain the failure are gradually
teaching us the proper use and the proper treatment
of this "good friend of man."
We will describe briefly some of the modern theories
relating to the proper working stress of iron and steel
under live loads, and the effect of quality and treat-
mentofsteel upon its resistance to alternating stresses.
During the construction of the Forth bridge Sir Ben-
jamin Baker, wishing to satisfy himself as to the be-
havior of modern structural steel under different
stresses, made some experiments similar to Wohler's,
and included not only soft steel, but hard steel, and best
bar iron. He used rotating spindles of these materials 1
inch in diameter projecting 10 inches beyond the shaft
in which they were fixed, with a weight at the free
end causing alternate tension and compression in the
fibres as the spindles revolved. The soft steel had a
tensile strength of 60,000 to 64,000 lbs. ,and an elonga-
tion of 28 per cent, in 8 inches; the hard steel 120,000
lbs. and elongation 14 per cent. ; the bar iron 60,000 lbs.
and elongation 20 per cent, in 8 inches. These experi-
ments show that under working stresses equal to 40 per
cent, of the ultimate strength, the hard steel failed
with only 32,445 revolutions, while the soft steel stood
over 14,000,000 revolutions and the bar iron 140,000.
The hard steel, though more than double the ten-
sile strength of the bar iron, broke under a stress
of only 10 per cent, greater.
These tests show that the ordinary tensile tests of
steel do not give us any adequate measure of resist-
ance under live loads and changing stresses. They
also show that alternating stresses are destructive, not
only when above the elastic limit, but when far
below it. In one of the tests with hard steel the work-
ing stress was but one-half the elastic limit under di-
rect tension, and only one-third the elastic limit un-
der transverse stress, and yet the sample was broken
by repeated applications of this light load. It was
also found that less than one-fifth of the dead load re-
quii-ed to bend one of the hard steel spindles a mod-
erate amount beyond the elastic limit, was sufficient to
fracture the spindle if it were subject to repeated alter-
nating stress. Soft steel spindles,similar to those which
endured 14,000,000 revolutions, when loaded to 60 per
cent, of ultimate strength, broke at 60,000 revolutions.
The conditions under which these experiments with
revolving spindles were made are sufficiently similar
to the actual service of car journals to comjiel us to
accept them as throwing some light on the occasional
failure of steel axles, and the conclusion we draw
from them is that a steel which in its final treatment
is hard and crystalline, is not a fit material for axles,
no matter what its tensile strength and elongation
may be.
Our tests of iron and steel have been confined too
much to ascertaining the ultimate and elastic resist-
ance under tension in one test; while more tests
should be made to ascertain the behavior of steel un-
der repeated stresses of opposite kind. But few of our
railroad details are subject to direct tension only, and
the simple drop test which corresponds to the blows
which so much of the material on railroads receive,
will give us a better indication of the desired resist-
ance, and with a material like steel, which can be
made crystalline or fibrous by its final treatment
when hot, it is especially desirable that we have a
better way of determining whether it is fibrous, than
the mere indication of per cent, of elongation. There
is evidently a large field where impact tests are nec-
essary to compare certain mechanical qualities of
iron and steel that are now generally supposed to be
measured by tensile tests.
Having considered the nature of stresses in steel
axles we will next take up the quality of steel as affect-
ing its resistance to these stresses, and the effect of
its final treatment in the forge on its quality.
Carbon exists in steel in two states, hardening and
non-hardening. The former is that which exists in
steel which has Ixson heated to a high red heat and
cooled in water. Non-hardening carbon is that form
found in steel which has been heated red hot and
slowly cooled.
If steel be heated to a temperatiu'e W nearly all
its carbon changes to hardening carbon, and the
change is quite sudden. If the steel is cooled slowly
from this temperature W the carbon remains in the
hardening state until a somewhat lower temperature,
V, is reached, when it begins to change to non-harden-
ing. This change is somewhat slow, and if the steel
be suddenly cooled in water there is not time for the
change to take place, and the residt is hardened
steel. There is a certain chemical force in the
change of carbon, which causes a breaking up of the
crystals when the transition is from non-hardening to
hardening.
This theory of the structure of steel as affec-
ted by heating and cooling was first annoimced
by Chernoff in 1868. It was further developed and
expoimded by Brinell in 1885, and since that time it
has been discussed by engineering societies, and the
British Iron & Steel Institute. The practical appli-
cation of Chernoffs theory of interest to railroads is in
the manufacture of steel axles by the Coffin process
at the Cambria Steel Works, at Johnstown, Pa. A
description of this process will be found in a paper on
"Steel Car Axles," by John Coffin, in the "Proceed-
ings of the American Society of Mechanical Engi-
neers," November, 1887, page 135.
If a small bar of axle steel be heated to tempera-
ture W and cooled as rapidly as possible in water to
temperature V, and then allowed to cool slowly until
cold, it will have a perfectly amorphous structure; no
crystals will be visible under a powerful glass: it will
be very tough and ductile, and have a high elastic
limit. This result cannot be entirely obtained in a
full sized axle because it is impossible to cool it as
rapidly as a small bar; but it can be approached,
and the more closely the better the product. In
the Coffin process, after the steel axles are forged
they are cooled completely. They are then heated
to a temperature where the carbon changes to its
hardening state, which requires about one hour;
and then cooled in water rapidly to a temperature
somewhat below V. The subsequent cooling is done
in the open air.
Steel axles as they come from the hammer are irreg-
ulai- in structure, and different axles and diffei-ent parts
of the same axle,forged at different temperatures must
necessarily be so. The parts forged below tempera-
ture W have a fine structure, while those forged
above W have a coarser structm-e with bright cleav-
age surfaces. A subsequent treatment is thei-efore
desirable in order to correct the irregularities and
leave the axle in a uniformly fibrous or amorpho.is
state. It is an important fact that no matter how
steel is manipulated it must be treated properly in the
final operation.
The difference between steel which is suffi-
ciently crystallized to break under a sudden blow
and that having a fibrous structure which would bend
many times under the same blow, cannot always be
decided by tensile tests. Steel may be ci-ystallized
and yet possess considerable ductility. In
the testing machine a specimen of such steel
will have a good elongation, and the effect seems to
be to elongate the crystals and increase their cohes-
ion so that alter the elastic limit is passed it will con-
tinue to stretch and break with a fracture having a
fibrous appearance. It is an erroneous impression
that a quick sharp blow develops crystals. The same
test piece which showed a fibrous fi-acture will,if nicked
and broken by a sudden blow transversely, exhibit
crystalline fractures. But the crystals or cleavage
planes existed prior to the blow. A sudden shock will
break them apart but a slow pull will not; it will rather
elongate them into the appearance of a fibre.
A steel axle may break from a blow received in
throwing it off a car, and yet test pieces cut from it
may give a tensile strength and elongation above that
required by the railroad specifications. The Midvale
Steel Co. several years ago noticed that some bridge
steel they were rolling had the same tensile strength
and elongation as was specified for axles on order,
and they decided to forge some axles from the bridge
steel. Test pieces cut from the axles gave satisfactory
results with the tensile testing machine, but when
Ai'Kll.
1801
THE RAILWAY MASTKR MECHANIC.
the axles were tested under the drop, each ot Ihei
broke under the "-* '-'ow, while axles forged from
oi)en-hearth steel of proper grade would endure two or
three times the number of blows required by specifica-
t ions. The testing machine would not detect thiji brit-
lleness of the steel, but it was soon revealed under im-
The comparative elastic limit is the test Indication
of the structure of steel to be obtained from a tensile
test, and it should l)e included in specifications for
steel axles. To insure a good quality of steel for axles,
a specification should I'equire that the elastic limit
multiplied by the per cent, of elongation should ex-
ceed 700,000. The usual drop test is however the
best measure of the quality of an axle, and at least one
out of every lot of axles used by a railroad company
should be tested in this way.
We have endeavored to show:
I. That axles being subject to continued shocks
must be made of a material which is truly fibrous in
structure.
2 That axle steel does not always pos.sess this quality
and where it has failed it h;is been irregular and crys-
talline in structure.
:i That tensile tests are not sufficient to show
whether steel is fibrous or crystalline within narrow
4 That the drop test is the best one to show this
difference and for axle steel it should always accom-
jiany the tensile test.
The editorial and cartoon on "Soliciting Advertise-
ments with a Club," which appeared in the March
numter of The Kailway Master Mech.\nic have
elicited sti-ong words of approval from manufacturers
of. and dealers in, railway supplies all over the coun-
try. The circular issued by the N. Y. C. & H. R. R.
R. has been universally commended and the hope
that all the other railroads will make similar an-
nouncements has teen generally expressed. If the
otWcers of nearly half a hundred of the larger roads
realized the extent to which their names are teing
used to compel railway supply houses to advertise in
special publications, maps, tourists' teoks. etc., we
believe that they would publicly disclaim all interest
in, and connection with, such schemes. In most cases
they do this when their attention is called to the sub-
ject in individual cases. But the evil in question has
assumed such proportions as to warrant the manage-
ment of every one of the larger roads in this country
in announcing that they do not countenance these at-
tempts to coerce supply houses into giving advertise-
ments.
To show how manufacturers and dealei-s feel atout
this matter we print a few extracts from letters re-
ceived since our March issue:
"We feel like giving a hearty vote of thanks to the New
York Central railroad and to Tue Kailwav Ma:*tek Me-
riuxu-. We gave our advertisement to these maps and
fancy summer books at first because we were afraid to re-
fuse, but the number multiplied until we could not stand
the expense. Now we say "no" to everj- one of them."
"We are glad that you have made tMs attack on these
railroad advertising schemes. These "club" solicitors do
not solicit, they demand our advertisement. We sell to
perhaps lOO roads and each one ot them has as much right
as another tn claim ouf advertisement on account of busi-
ness relations. We cannot afford to offend any road and
we cannot think it right to put us in a position where we
must pay fifty or a hundred dollars for a perfectly useless
advertisement or else get the ill will of some official."
"We have generally found that the railroad man whose
name is used by these fellows who get advertisements with
a club has no. interest in the business and repudiates it
entirely when ivritten to about it. Doubtless they give
letters just os men sign petitions, out of good nature and
without investigation. We have not lost any business by
refusing to advertise in these publications."
"The article on promiscuous advertising in your March
number, and the illustration which speaks more than words
on the same subjeia. are entirely right and well timed.
These individuals, who pretend to be backed by this or that
railroad, ai-e little less than bulldozers. Your efforts are
the best of missionary work."
•We wish to congratulate you on the article "Getting
.Advertisements with a Club" The plan taken by the N
. H. R. Railroad is admirable, and will pi*obably be
Y. C.
of breaking up the disreputable pr
mauding advertisements aiuK-r thu inii)li..-d
sometimes plainly exitr.s. > I ih.ii i.ii,-i i ,i
arouse the iU will of ,s..iiM
ment of the road witlj \\ ■ . ,
been much annoyed by ilii-. III. !h-.i^ m.; n, i
selves have steadily declined to advertise ujhI
ditions. Your article and picture will help us
om- position."
D "As one of the victims T net ,> with :i Lnvat dea!
the action taken by th'
Central & Hudson Ri'
March, and also with i
IS. as fai' as I know, confined wholly'to foreign roads.
Rape-seed oil is more commonly used than any other,
allli<mj;h i-dlza. or oil expressed from a variety of
•■i''''-' I- ai-.i ari^ely employed. The oils maybe
' tlie common form of lamps using
manner as our heavy mineral or
'■' ' ' 1 1-1 ■ is doublloss a quest i(m of availa-
1 thes
f the New Y'ork
ill your issue of
iiients you make
.a.l ofHcials will
■ with
take the same step as it has become a serious matt
us. We are importuned almost every day by some
an advertisement in some railroad map, guide or shipping
book, and many other schemes of the same kind, which are
no use whatever to us, yet the solicitors come to us with
letters and endorsements from some railroad man, and the
matter is represented in such a way that it raises a ques-
tion in our minds whether it would not be better to submit
the "blackmail" than to antagonize— as it is somtimes
represented we will do— the railroad officers supposed to
have indorsed the scheme. We feci disp.s.-il to do at any
time a reasonable amount of legitimai. ..i m 1 1 .- m. i.ut the
schemes presented to us, and rot. 1 1 . .1.. not
feel benefit us in the least. W i i i , ml the
purchasing agent of the New ■S'lii, r. imm .v iliidson
r Railroad, and yourselves as well, fm- ihc action taken
in this matter and sincerely pray that the good work may
I until such a time as we are relieved from the method
of securing advertisements so very clearly represented in
ur cartoon of the same issue."
We could fill several columns with such extracts,
but the foregoing are enough to show how railway
pply men regard the levying of tribute by means of
so-called advertisements which do not advertise. We
do not telieve that any man whose business ability
and character have raised him to the head of a de-
partment in the railway service will aid in smli
schemes after his attention has teen called to th. ii
nature. The very fact that the expression of liis
wishes in any matter has so much influence ivith those
who sell to railroads should make him most careful.
It is exceUent
To have a giaut's strength— but 'tis tyrannous
To use it like a giant.
KAILWAY CAB LIGHTINO.'
[By Geo. Gibbs, M. E., of the Chicago, MUwaukee & St.
Paul RaUway.]
The various methods employed for railway car
lighting from early days tmtil the present time have
followed the process of evolution observed in other
departments of railway work, teginning with the
-— plest and following in the direction of the more
iplex. A multiplication of detail and an amount
of attention to operation which would have teen con-
idered quite inadmissibie a few years ago is expected
now as the inevitable result of progress. I may, there-
fore, in this necessarily incomplete review ot the suVj-
ject, properly call attention to a numter of schemes
recently advanced for the solution of the lighting
problem, which, although involving considerable ex-
pense and skilled attention, appear to offer collateral
advantages.
Car lighting methods can te classified under the
following general heads, and will te considered in
their order.
1st. Candles.
2nd. Vegetable oils.
.3rd. Mineral or petroleum oils.
4th. Ordinary coal gas.
.5th. Carburetted coal gas.
6th. "Rich" or oil gas.
7th. Carburetted air.
8th. Electricity.
1. gexerat- description op .methods.
First Method, Cavdlts.— The use of candles tor car
lighting, quite general 1.5 years ago, may te said to
te extinct in this coimtry. " Abroml. they appear to
te still employed to a iain.si.lerable extent. a,s in ISSiT
the German Stat. Tla:'v,-.ay- t-,-|-„.t-* lV Il'm ^.a — nj.'-
cars, or 14 per .■. ' ■ !.'■',■ ■. .-a' ■ :■ •-••_• 'ir ,! ', -
light as their I I .1 , .
figures on It: :- ■ _
Sume that a lar...: Il.a.'.. ■ - ■ :r - .'._..'■_.<■
are still provided wit li ^ . ■
ing. The short di-ia' - i .i ,ij.
ment, little attenticm i la i .. ■-
of passengers and the p. r . ai , aai i ■ , .a -■ lue-
tion ot cars, probably exjilaiii their adherence To tlii.s
practice.
Second Method. Vegetabk Oils. — The use of these oils
•Read before the Western Railway Club, Feb. 17, IS91.
cuunlot tla. -I , ,
pendent alnm ■
of this oil. T .
the Black Seadi-
nating oil and th;
'Jkird Method.
theii
be said 1
sujiply
eum in
illumi-
ing as yet but
They are ob-
listillation" of
1 use at the pi-eseiil day. This heavy oil. called
mineral seal. 'ranges from .ib to 40 in gravity and
as a firo-test of 300 dog.; no inflammable vai)or teing
iven off below 230 dog.
Fourth M'''>'..1. (h,r,,,,:, ■: (■,,., ■ (-,•,,, \;,iMad the
ars: the
obvii.ns ,ili|, 1 ■ ,
lis early
ado,,, e.,.:,- , ,,
I. Pcnn-
sylvania.il heia, laMillL.
pr. -. a; ■ ;
. 1 li. i
-la.idard
:nolliud for all main line ,
ars. Th
e-irbi
retted air
plan, descrited later, has
now been
Iteli6
•e. substi-
;uted.
Fifth Mdhnd. Carlmrd
td Coal (
,'a.s'.- V
arious atr
eli.insto
a. LMVing
I..1 bulk;
a- liefore
•umpressiou. iliis -. •
1 ;.lgian
State railways aud in -m ■
railways, but not, as la .
1- eoun-
;ry. It consists in e a ; , .
■■;,;■,.
...ssing it
allialine.
through vessels coiilaini
l;; ^.l.-el.l
The volatile oils taken u
J iucruast.
its cl'icicncv of
illumination by about 100
per cent.
Sixth Method, ''Rich" or Oil ««,«.-
-The 1
ghting of
railway cars by means n
eiimiiivss
..htained
rom distillation of peinJ
-. abroad
'or many years, not a 1 1
State railways. In 1--:
' ..iraan
aive for
Germany I l.l«s car- L ■; aa- I ' i ■ -. ! -ystem)
out of a total .. 111.'.:. , - . h lie to-day. 1 am inform-
ed In 111' I 'ing the method in this
country, li" -uiUations foot up to the
large total ..: ." .ai- 'jnipped. In America this
system of liyliiiii". .Ls leiMesented by the "Pintsch,''
is making rapid headway, nearly 2,000 cars teing
fitted with it to date. Its principle can test te de-
scrited by referring to the
Pintsch System.
This is by far the most prominent attempt to de-
vise an economical and practical gas-lighting system I
have examined. Its primary object was to reduce
the bulk of stored gas necessary to produce an ade-
quate illumination for a considerable length of time.
The directions in which improvement in this respect
was to he looked for, were obviously in the quality of
the gas. the method of burning it. or both.
The Pintsch system has largely confined its atten-
tion to more efficient gas, which, it is claimed, is sup-
)ilied by the use of a rich permanent "oil " gas. Or-
dinary city or coal gas when burnt at pressure of the
street mains, one to one and one-half ounces, may te
taken to give an illumination of, at the most, four
candles per cubic foot. Oil gas at the same pressure
will, it is claimed, give from foin- to six times as
much, say Hi candles per cubic foot. But one prop-
erty of gas. which vitally affects the problem, is the
loss of light giving power upon compression and
.•itor.ago. This is true of all gas, ai.J is due to the
d,.T„,-:ti,." ,.f Mie T-;eh ,,.i,- hvdfo-cartens. but is not
"'.. a.l., -a"., . .i,'i ',., oil and coal gas, the dif-
'avor of oil gas. Reliable
eompression ha%-c given
' ' _i- ■'- .".0 per cent, and oil gas
: I _ _ '. .uer upon compression of
.1 1 a.l at 22.5 lbs. per square
' ' r.-quired for equal illum-
aa- ...a V .; -a 'a- , ..f coal tO 1 Of oil gas.
rile mateiaai used lor ilie manufacture of Pintsch
gas is crude jietroleum. The generation of gas Ls ef-
fected by vaiMrizing the oil at a high heat in suitably
arranged cast iron retorts, the process of manufiicture
teing, on a small scale, caSentially that followed for
THE RAILVV^AY MASTER MBCHANIC.
Ai-KiL, 1891
city gas. From the storage tank, pipes and rubber
hose connections lead to convenient places for tilling
the car tanks. A plant capable of making sufficient
gas for 500 cars is contained in a one story building,
26x38 ft.
The outfit on the cars consist* of one or two cylin-
ders for holding the compressed gas, a pressure regu-
lator and system of piping to the lamps. These are of
special design, each having from four to six flames ar-
ranged beneath a porcelain reflector, the whole en-
cased in a glass bell jar; ventilation is suitably pro-
vided for and a very steady and shadowless light ob-
tained.
It is obvious that the general adoption of a gas light-
ing system would entail the erection of suitable gen-
erating works or other means of supply, at such points
that the entire equipment would be reached regulai'-
ly for recharging with gas. In considering this prob-
lem for the St Paul road it appealed that its passen-
ger service included 570 cars in active service, out of
shops; that practically the entire main line traffic and
some on branches coiild be reached from seven dis
tributing points, and that all this traffic east of the
Mississippi river, and some west, is reached from
three centers, handli
eluded in the sev
The cost of erecting gas works of varying capaci
ties is as follows:
Building. Total
out of the 4tiK i
Apparatus. Buildmg. Total
To supply 500 cars $11,000-00 .S4,.500-00 $15,500-00
'• " 200 cars 9,500-00 4,100-00 13,600-00
" " 100 cars 7.500-00 3,000-00 10,500-00
Therefore, suitable works at the seven distributing
centers above mentioned allowing 500 cars capacity
plant at one place, 200 cars plant at two places
and 100 at other points, would cost $84,700-00,
or, for the three main centers, $42,700-00. Taking the
first estimate, each car"s proportion of the expense o"
work would be, on basis of 466 cars handled, $181-75
Figuring on the second, the number of cars handled
would be 376, or a charge to each car for stationary
equipment of $114-00.
Mention might be made here that an American sys-
tem, the "Foster" appeared a few yeai-s ago eiubody-
ing the same principles and general features as the
"Pintsch," and though introdced to some limited ex-
tent for a time, I cannot find it now in use.
Seventh Method. Carburetted Air:— The only in
stances I can find of the use of carburetted air gas
abroad were trials made in England some time
ago of the so-called -'Westinghouse" system on the
London & Brighton and Southwestern Railways.
The system was abandoned, however, on account, as
stated, of the danger attending the use of volatile oils
and the difficnlty of regulating the quality of the gas.
In this country the only attempt to attack the problem
in a scientific manner is by the
Frost System.
In the Fi-ost and all similar systems the principle
is the same, being the property possessed by air of
holding a vapor in intimate mixture and suspension,
usually the vapor of gasoline. The amoimt of vapor
absorbed depends upon its temperature; thus, at 14
■ ■ er cent., and at 68 de-
degrees above zero, about 6 pt
grees, 27 per cent, will be tak
chanical mixture only and not a permanent gas.
The vapor thus formed is capable of being burned
similarly with gas, when mixed with air of the proper
proportions, giving a highly luminous flame. This
principle has been utilized for many years for making
gas for household purposes in places where city gas
is inaccessible: a simple form of air pump run by a
falling weight forcing air under a few ounces pressure
through a tank (generally buried lielow frost in the
ground), which contains a barrel or two of liquid gas-
oline. This tank is divided into many compartments
in which absorbent wicking is suspended, dipping in-
to the liquid and drawing up the same by
capillary attraction. The "enriched" air produced
in this "carburetter" forms the burning gas in the
system of house piping.
The difficulties to be overcome in using this agent
for safe car lighting are as follows: First, the pres-
ence of liquid gasoline. The Frost system over-
comes this objection by filling the carburetting ves-
sel almost completely with wicking, and by merely
saturating this with gasoline, draining oflf the super-
fiuous liquid. Second, the effect of variation of tem-
perature in the amount of vapor absorbed by the air
current. As above stated, in cold weatord henly a
small percentage is absorbed, too little to produce a
good light; and in warm weather too much, producing
a rich but smoky light. Thi.s Ls really the serious
stumbling block to all schemes of this kind. The
Frost system claims to entirely overcome it by placing
a small generator or carburetter above the light on
the roof of the car in such a manner that a portion of
the heat generated by the burner is transmitted to
the carburetter, insuring a imiform temperature at
all times.
The system in d. 1.1 i>-!-' - -.i .m ;ni .i..i;i_'. i.iiik
underneath thr > :i: :,„,,!
air to supply li^'lit I' . .;:.. i.i
air is obtained dill -' I. 'ifi'ii''!< •' aiM ihim n' Mh an-
brake and is led lLruu;.;li u muUiIjil- |n-l_■^^LJI-L- i-t_-aucur
and a regulator to the carburetters in the roof, one of
these being placed over each lamp, and thence, after
passing through them, to the lamps imderneath.
These are now constructed on tl
generative" principle.and give a brilliant, white light
without shadow. The supply of gasoline in the car-
buretters is sufficient for 43 houi-s" burning, and then
can Ije recharged by filling from the roof.
Eighth Method. Eleclncity.—The latest phase of
train lighting may be said to be the electric. In this
direction numerous isolated experiments have been
made in this country during the past five years, but
the subject, as usual, has attracted greater attention
abroad than here. The different plans suggested for
obtaining electric light are divided as follows:
1. Primary batteries.
2. Secondary batteries or accumulators.
3. Dynamo machine connected to car axle, with or
wifiout accumulators as auxiliaries.
4. Dynamo operated by special steam engine, either
in a car or on the locomotive, and supplied with steam
from locomotive or special boiler on a car: accumula-
tors either used or not, as desired, as equalizers.
5. Electric current supplied to the train by contact
with wires along the track.
The first method has been tried in England on sev-
eral railways, and in France on through trains
between Paris and Brussels. No trials have been
made of it in this country;, as far as I am aware. In
all, a special form of primary battery, having very
low resistance, great surface, and furnishing a con-
stant current at high pressure was employed. The
result was, and always will be with present
known forms of primary batteries, flat failures, on
accoimt of the enormous expense of the electrical
energy furnished by chemical means. The minor
disadvantages connected with secondary batteries,
mentioned later, are also present. A good idea of
what is being attempted will be had when it is said
that in primary batteries chemicals are expended
and zinc or other metal burnt, instead of coal under
a boiler, to produce energy: at the lowest estimate
the former is 40 times as expensive as the latter
method.
Second method: In England the London & Brigh-
ton Railway made an extensive trial on Pullman train
of lighting by accumulators alone, placing batteries
under each car, and having a sufficient number of
charging stations, with boilers, engines and dynamos,
to charge duplicate sets of batteries for immediate
replacement. This system, after five years' trial, was
abondoned for the one to be described later. In this
country the Pullman Company gave the method a
thorough trial on the P. R. R. "Limited" between
New York and Chicago, finally abandoning it for a
later one. It was also tried and abandoned on the B. &
A. Railway, the C, B. & Q., and possibly in other in-
stances. I understand it is in use on the Canadian
Pacific Railway, to a limited extent on the Burling-
ton, Cedar Rapids & Northern Railway and on some
parlor cars on the Pennsylvania Railroad.
Description of this system may be dismissed briefly
by saying that each car carries its own store of batter-
ies in boxes hung underneath,arranged so that they can
be readily remo\-ed at terminals for recharging by
dynamo, or for substitution of fresh cells. The
weight of batteries required for a standard coach is,
approximately, one ton.
Third method: A favorite scheme for obtaining
electricity at a low cost seems to have been to connect
the dynamo to a car axle; but the difficulties of obtain-
ing regular motion and current, and providing light
when the train stops, have necessitated the employ-
ment of accumulators as regulators and auxiliaries
In these plans automatic appliances are provided to
cut off the current from the dynamo when the speed
of the train falls below a certain rate, and to deliver
the current to the batteries in the same direction, no
matter which way the train may move. Many foreign
railways have tried this plan, the most success-
ful instance being of the "Pullman Limit. -d" im
the London. Brighton & South ('(la? I i;i;iH:i,. ,.ii...
the system is still in use. The luaii :
one which the International Railw.i. ' _ - .i
has not been solved satisfactorily i> !:i- n- • '
transmission of power from the axle ui ihu a.viuiiiiu.
This should offer less difficulty in the cai,e of foreign
cars, with their rigid wheel base, than with our bogie
construction of truck, and although not a mechanical
impossibility, other methods seem to offer a Iietter
solution.
The fourth method is the only prominent one in
this country, but does not seem to have been a favoi--
ite abroad; the "Timmis system," in use on tli.- Mid-
land Railway I England), is the only insta I . .n
find mentioned. Here, the Connecticut Ki>
was probably the first to introduce it, beiTi;; :-
by the Pullman Co.. on Ihi- V. R. K.. A., T. .-. ~ i
iously only adapted to special uses.
As illustrating the development of the electrical
method of train lighting on without doubt the largest
scale in the world, a brief description of the experi-
ence of the St. Paul road will probably suffice. The
system first experimented with some two years ago
and used for a year on two trains, consisted in having
a small engine coupled direct to a dynamo of 100 lights
capacity the plant being in the forward end of the
baggage, car. Steam for the engine was obtained
through the train heating pipes from the locomotive
at 60 lbs. pressure. The electrical mains were run on
the roofs of the cars under tin, and branch wires
brought into the cars for the lights. Under each car
were carried 32 cells of secondary batteries, weighing
from I, .500 to 2,000 lbs. The electrical arrangements
in the baggage car were of a novel character, and
allowed \he use of the lights direct from the dynamo,
from the batteries, or from both simultaneously.
They also permitted charging the batteries while
running the lights, without affecting the latter, a
highly important feature and a distinct advance upon
the old methods of storage battery lighting.
In spite of the quite perf.-.-l .■tiarartrr of this outfit
and great care given it- :,ii,.i,, --,- were quite
ready to abandon it. Bii.:' - ri.ius defects
were heavy first cost, rapin >. i . :ii - :;,,|' batteries
(which I estimated at abc ml to j-- ! . ■ m [.ot- annum),
the multiplicity of detail ro.iuii-ini: skill.-d attention,
the poor economy of the special engine and the waste-
ful character of the whole arrangement in current.
After about one year's ex|)erience with the above
the following improvements suggested themselves,
and constitute the system in use at present. It was
considered feasible to do away with storage batteries
entirely, relying upon direct generation of the elec-
tric current by a dynamo run by special steam engine.
The plant in fact, was made an exact duplicate of
stationary electric lighting plants, which experience
has demonstrated can be depended upon for continu-
ous work for long periods of time without failure of
any kind. In order to insure reliability without fur-
ther experimenting with special devices, a standard
type of engine and dynamo, to be had on the market,
was adopted. The engine is a 15 h. p. Westinghouse
automatic, the dynamo a 150 light Edison compound
wound, connection from one to the other being made
by belting. In summer season, when steam heat is
not required for the train, this outfit is placed in the
forward end of the baggage car. occupying 12 ft. in
the length of the car, but not obstructing passageway
through it. Steam is taken direct from the locomo-
tive boiler at 60 lbs. pressure.
In winter, the drain upon the locomotive for steam
heat and the light proved a very serious matter upon
oui- heavy trains, and at times the steam supplied was
totally inadequate for proper heating, to say nothing
of lighting: it was therefore determined to use a
special car for the heating and lighting during this
season. Space will not permit me here to go fully
into the experiments instituted to prove the economy
of this departure. Suffice it to say that we pi-oved
that at least 12 per cent, of the steaming capacity of
the locomotive was requii-id foi- lioatint: and lighting
a train of 10 cars, in woailM i al.oM- /,.-ni degrees,
while to haul the extra i-ai- \\<' .--i imatrd not more
than 6 percent, additional was i-ociuii-id. Further-
more, the drain upon the locomotive for lighting and
heating is a dead loss of so much steam, adding noth
ing to the capacity of the furnace to burn more fuel,
while the extra power developed in the engine cylin-
ders produced further means for urging the fire
Quite a complete d.-M-riiition of this special car,or
•'Light and Heat 'I'ciidoi-." as ««• call it, will be found
in the Railroad (Jaz.-tlo of luno i:i. 18H0.
It contains a lo.-omoi h ,- typo of boiler of special
'i--i-ii. -'Bil ''ii !- Aitli sufficient fuel capacity for
''~ 11 ' 1- ."iitaining three hours' water
- 1 i ' and the various fittings neces-
-.11 > ,1 . -Mpply of heat and light to the
uaiii. 11 ' ' I 11 - rdi-i- Mil- ohai-go of one attend-
ant, win. ■ -•' n Lji 111- for furnish-
ing thr I - . . . I, at -iipply and the
regulaliii , .-i.i - — , :iiiii. in fart, is wholly
responsil.l- 'Ml- inniiiiaininj i.,.ili ihosr functions in
first class condition.
The electrical equipment in active service on the
St. Paul road comprise the following:
No. in No. Lamps Total
1 In "..r fill-. Service. Per Car. I,.amp8.
Liglit
U.SC uf the method -.Mlliuut tli.. Lial IlI-Iu^ .ls au.-.lliarlus Total
has been attempted without much success by the ! Four through tra
Metropolitan (London underground) Railway, in 1884, tween Chicago an
and in Germany. Difficult}- was experienced in ob- | between Chica>:ii a
taining a light and compact steam engine. i account of the iinn
The fifth method is used in a number of places in Minneapolis run. tli
England and Russia for lighting trains for the time the Council Bluffs r
being when passing through tunnels. Small contact baggage car outfit,
wheels on the car run on a third rail or wire cpnduct-
.138
a! . 'i J hii-d each night, two be-
'i Minneapolis, and two
- ills and Omaha. On
1 a 1. I -. 11 ii-c on the Chicago-
i-ndei- cars are used there only,
having light supplied from the
ITo be Continued.]
Ai-Rii., 1891
THE RAIL^A^AY MASTER MECHANIC.
W \l ^
mm
¥-
AIR BRAKE AND SIGNAL CONNECTIONS— LAKE SHORE & MICHIGAN SOUTHERN RAILWAY.
AIK BRAKE AND SIGNAL CONNECTIONS-L. 8. & M. S. Ky.
Thn>uf;li the courtesy of Mr. A. M. Waitt, assist-
ant [.'tiKial master car builder of the Lake Shore &
.Micliit.'aii Southern Railway, we are enabled to pre-
seut (Irawiiiffs showing the location of air brake and
air signal connections on the passenger equipment of
that road. It is Mr. Waitfs purpose to have the pas-
senger equipment on his road uniform in detail as to
the location of attachments for air brake and air sig-
nal under the platform of its coaches, and it is the in-
t<'iiti(m that, as fast as any of the cars come into the
shop, to have them correspond exactly to the draw-
ings before they are turned out onto the road again.
This road, in common with others, has a great many
cars equipped with the old style automatic brake,
which has a I in. train pipe. Because of this, and of
the connections usually attached to this J in. pipe, it
is necessary to carry two styles of aii- brake hose in
stock, one which will fit the U angle cock which is
at present the Westinghouse standard, and one which
will fit the end of the } in. l)ipe, the old Westing-
house standavd.
.\s shown in the drawings, both sizes of piping are
adapted to the use of exactly the same air hose. In
order to do this, there is Uised on the end of the } in.
air brake pipe, a U .x IJ in. 4S degree elbow with
a i .\ li in. reducer on the inside. By the use of
this and by maintaining the i)roper dimensions, the
end of the air pipe where the hose screws on is made
to correspond exactly with the present standard quick
action automatic equipment where the 1 in. train pipe
ill be noticed that it is also the intention
have the off-set pipe, extending from the end sill out
imder the platform, exactly alike in all cars, so that
in case of breakage of any part under the platform,
the piping underneath the body of the car does not
have to "be interfered with at all, but a short piece
can always be kept in stock, and substituted in the
place of a broken part, which can be done at any in-
spection point quickly.
On passenger and mail cars it will be noticed that
the stop cock in the air signal pipe inside the car is
located, not in the upright pipe, but in the horizontal
pipe which extends from the saloon to over the cen-
ter of the doorway. This keeps the handle of this
cock out of the way, so that no meddlesome passenger
is likely to touch it, as would be the ease if it was in-
side the saloon. It; stiso leaves it readily accessible to
trainmen in case of any leak in the car discharge
valve.
The car discharge valve is placed on the outside of
the car, so that the noise which attends the pulling of
the valve will not startle the passengers.
On baggage cars, as shown in the small elevations,
the piping is carried on the outside of the car, so that
when the door happens to be locked, when the car is
loaded with exnress matter, or the doorway is closed
on account of baggage being placed against it, the
trainmen can easily get to the air signal pipe and stop
cock in case of a leak. This arrangement also pre-
vents the liability ot the pijie being bent or damaged
by heavy baggage striking against it.
Special care has been given to the location of the
dummy castings to which the hose couplings are atr
tached when not in use, so that the hose can be hung
up without a trainman i
as to give an easy curve
The Western Railway Club at its March meeting
discussed Mr. Gibb's paper on car lighting, and a re-
port by its committee on proposed changes in the
interchange rules. Mr. Hickey presented at that
meeting a paper on "Improvements of Locomotive
Boiler Construction." This pajxir will be discussed
at the April meeting, and the interchange rules will
again be taken up. At the March meeting of the
New York Club the foUoH-ing papers were pre-
sented: "The Prospects of Aluminum in Railroad
Work." by A. E. Hunt, of the Pittsburgh Reduction
Company, and " Pressed Steel in Railroad
Work," by C. T. Schoen, of the Schoen Manufac-
turing Company. The Southwestern Railway Club
at its March meeting discussed the interchange rules,
and the breaking of locomotive side rods. The
Northwestern Railroatl Club at its March meeting
had a discussion on lubrication led by Mr. W. H.
Whittaker, of the Milwaukee & St. Paul Railway.
This subject will again be taken up in the April meet-
ing, and will be led by W. C. Dallas and Chas. Hatry.
The painting.of rolIiiiL' -'•"!; ' '" rilso be discussed
at tho April meetin. I ■ i i:,'land Club at its
March meeting di.-i -- ■: ~ ■ st:iy Bolts for Lo-
comotives," the suhj..' I" i; J ii" h.lbyj. N.Lauder,
of the Old Colony, and will at tlic .\pril meeting dis-
cuss "The Care, Condition and Efficiency of Air
Brakes for Freight Trains," the subject to be opened
by Mr. Angus Sinclair, of the National Car Guilder
THE RAILW^AY MASTER MECHANIC.
A NEW BERTH ABBANGEMENT FOB CAES-A SUGGES-
TION FOE CHEAP WOELDS FAIE TEAFFIC.
Our eng-i-aviuu- ^hows a new Ijerth an-ang-emenl for
cars, invented by Ml-. M. H. Thioop, .331 La Salle
avenue, Chicago. As «-iU lie seen the lower berth is
formed h.v letting do\vn a skeleton frame, which forms
pilasters on each side and a panel above the win-
dows. The panel swings out in lowering, as shown.
and when fully lowered forms the support for
the frame. The outside of this frame is of course
covered with ornamental molding. UlX)n this
frame a woven wire mattress is laid, or canvas is
stretched over rolls at each end of the bed by means
of a ratchet and pawl, secured to the side wall of the
car. Above this a hair mattress and the usual bed-
ding are laid. The upper berths are formed by dropping
short i)ilasters which are telescoped as shown. Pieces
attached to the ends of these pilasters extend down and
rest on top of the panel support of the lower berth
and thus support the upper berth. When the ui)per
A NLW BEKTH ARR\NCiEMENr
1x1 til !■, tloMd these piccts 0( cupj the jmsition in
dicaltd bj tht dotted outline The pat titions between
the upper berths are foi med by opening the panel
work resting upon the upper windows, whn.h in
swinging out discloses these windows. The space
which would be found between the top of this panel
work and the curved ceiling is to be filled by a shield
of tin or sheet iron, which is hinged back of the panel
work. The partitions Ixjtween the lower berths aiv
movable and are stored away beneath the floor with
the bedding. The car is fitted with adjustable fold-
ing arm chairs permitting of 50 changes of position.
The bedding is stored away imder the floor, as shown
in the engraving, and can be taken out or put in from
the outside of the car in case it is not desired to carry
it through the entire trip. Such a car as this could,
of course, l)e built for a great deal less than the ordi-
nary sleeping car and still present an elegant appear-
ance. Mr. Throop has also plans for applying this
idea to cars already built, so that in the event of a
sudden rush of travel like that which will attend the
World's Fair, ordinary day coaches may be converted
into sleeping cars for temporary use. In this case the
entor would place the bedding in a store room or
closet on the car.
SCBEW STAY BOLTS FOB LOCOMOTIVES.
At the March meeting of the New England Rail-
road Club. Mr. J. N. Lauder, of the Old Colony,
opened a discussion on " Screw Stay Bolts for Loco-
motives," speaking, in substance, as follows:
This question of stay bolts is one of the main
factors in the problem of carrying high pres-
sures, and therefore deserves our careful con-
sideration. If we could give our boUers a cylindrical
foi-m throughout, the same as we do stationary boilers,
where compactness of design does not cut so much of a
figure as in locomotives, we could easily get boilers of suffi-
cient strength to safely carry these high pressures ; but un-
fortunately the locomotive boiler has to be carried with
the engine", and is so limited in size and foi-m that flat sur-
faces must be employed, ^ud flat surfaces can only be held
in place in the boiler by some system of tying them
together. The universal practice, as we aU know,«s to tie
the plates together with screw stays. Now, screw stays
could be put into a boiler that would without doubt carry
safely almost any pressure were it not for the expansion
of metals under different temperatures ; and I apprehend
thatitisweU understood that the cause of broken stay
bolts is mainly the e.\pansion of the metals. In proof of
that fact we have this, that stay bolts near the bottom of
the furnace rarely break. They are, of course, subjected
to the same tensile strains that they are above that point;
but at the bottom of the furnace the inside and outside
plates forming the surface are tied solidly by the mud-
ring, and this fact together with the comparatively small
differences in temperature between the fire-box and outside
plates near the ring, causes the two plates to expand to-
gether, and consequently there is no bending action brought
upon the stay bolts at that point. But near the top of the
furnace the inside plates, which are in actual contact with
the fire, expand much more than the outside plates which
are in contact with the atmosphere, and consequently there
is an elongation of the plates on the inside beyond that of
those on the outside, and this is continually bringing a
bending strain on those screw stays. That strain is going
on whenever there is a difference of temperature. When
the locomotive is worked hard and makes steam rapidly
the inside plates become very hot in comparison with the
outside ones, and consequently the inside box goes up or
elongates in a vertical direction, and by that expansion car-
ries one end of the stay boit up. Part of this difference in
temperature between the plates is probably due to a defec-
tive circulation of water, allowing the inside plate to be-
come very much hotter than if there was always a perfect
circulation of water, and it always had water against
its inside surface ; but careful observation and experiment
show that the circulation of water is to a certain extent
defective under those circumstances, and instead of soUd
water lying against the plates it is saturated steam, prob-
ably in some cases almost dry steam, and an undue expan-
sion, therefore, takes place.
There is another feature of this action that perhaps is
thoroughly understood, but it will do no hai-m to mention
it : When this bending action of these stay bolts takes place
they are under high tensile strains, and no matter how soft
or ductile the material may be when the bolt is first put in,
that continual movement up and down produces the same
effect on the stay bolts that it produces in a soft copper
wire. If you take a piece of soft copper wire and begin to
bend it back and forth it pretty soon hardens, and if you
contmue bending it at that point it wUl presently snap, for
it becomes hardened and brittle by that mechanical move-
ment. Now I think the same action takes place to a certain
extent in the stay bolts ; otherwise I don't think they would
break as they do. They invariably break close ' '
side plate. That is easily explained, for that is
bending strains are concentrated, and whatever
there is takes place close to the outside sheet. As a matter
of safety ahnost every locomotive man now perforates the
stay bolt from the outside in tor the distance of perhaps
one inch,— far enough to be sure to get beyond the point
where the fracture takes place. When the stay bolt ijreaks
it produces a leak and gives us warning that it is broken,
or partially broken off, and it will then be removed. But
these little holes may become clogged up with dirt, grease
and other things, and then they may not give warning. I
have seen perforated stay bolts that were broken off and
produced no leak; and it would perhaps be asking too murii
of our locomotive inspc ors to request them to go around
at stated times and see that those little perforations weif
kept open as they should be ; at least it never has been done
and I don't know that it would be practicable. My practice
is to perforate the stay bolts for five or six rows from the
ually broke the stay bolt.
The next branch of the subje
at a working pressm'eof 175 lbs. Now. I have no theoreti-
cal answer to make to this query. I can only st;itc wliat
has been demonstrated by actual service. 1 w.ll rrni'H[h,-r
that our old boilers of *2o or 30 years ;il'" Ikk! sl.iy Imlts
made of iron f^ in. in diameter originally, and w il li a pres-
sure of 110 lbs. of 5team they did very "wcU. There ^^ as a
distance of 6 in. between centers. After we gotuptol;20
lbs. we used the same Irind of stay bolt, but brought them
nearer together, and there was about 4 in. between centers.
Then when we got up to 1.30 lbs. we began to use % in. stay
bolts. They stood the strain until we got up to 140 lbs., and
% in. stay bolts placed 4 i" '"' .-— ^_—
[ bolts for \
. between centers seemed to i
practice is to put m 1 in. stays, i
centers, and I am running boile
successfully, carrying 170
)t over 4 in. apart between
; with stay bolts of that
)s. pressm-e. I have car-
posit
New
i west a fire-box
been able
I proper
ried for a Jew months 190 lbs., but the boiler was not in-
tended to carry that pressure wheu it was new.
Now I find that the best material 1
to get for stay bolts begins to give w
service under those high pressures f
I have this suggestion to make: tnai ii may
thing to do to remove systematically stay bolts that have
been used a certain number of years, say from the ordinary
ition of the frame of the boiler to the top. We here in
gland, where our water is pure, are more vitaUy in-
terested in the question of proper material for stay bblta,
and theii- size and strength, than railroad men in the west,
because here a fire-box will run perhaps 20 years without
being removed, while i " - ^ - ^ =.. —
the fumaceSj
follows that staybolts in western engines are in service
less time than ours. Now, I think we should give this matr
ter a good deal of thought, and I suggest to the men who
have the care and responsibility of managing the locomo-
tives on New England roads the advisability of removing
the stay bolts after a stated period of years, either aU of
them, or the portion near the top, at least as far down as
the frames, no matter what material they are made of. I
don't think that period should be over eight years.
The next problem presented to us in the subject under
discussion is the distance between bolts. That does not
need any particular attention, because it is simply a ques-
tion of arithmetic. We Imow how many square inches
of surface we have got to hold together, and we know
about what is the tensile strength of the bolt. The univer-
sal practice is to set them about 4 in. each way from cen-
ter to center. I don't think it would be any use to put
them nearer, because they are amply strong to resist all
the pressures they are subjected to, provided they are
sound. The brealnng of staytiolts is not due to excessive
tensile strains, but to the bending action brought about by
the causes I have just mentioned.
The next question is, what is the proper way to inspect
staybolts? I know of but one way, and that is holding a
sledge on one end of the stay bolt and rapping it with a
hammer on the other end, whereby an expert tester will
determine almost absolutely whether the bolt is broken or
' said before, he cannot detect a partially
vhere the
brok
ibolt.
Now, as to the best material for stay bolts. I venture to
say that there is no man, scientific or practical, expert or
otherwise, who would be willing to state just what kind of
material will make the best and most durable stay bolts.
Most of us will say that we don't care for
very high tensile strength, but we wai
tough and ductile, fibrous; somethi
metal that i
a metal that is
that will resist
the bending strains brought upon it. That would seem to
be ti-ue, but within a few years I have seen this : A boiler
was built of so-called Norway iron, and that i
practical way, and found ' '"'" "'
ductile that a bar of it,
cold,' could be bent over under the hammer and driven down
soUd without any breaking whatever. It would seem that
that was an ideal metal for stay bolts. That boiler was
put into ordinary service, with 140 lbs. pressure, and inside
of the stay bolts on one side gave way.
of five years
When those bolts
brittle as any piece
the longer ones int-
nary hammer broki
down without a fra
steel was used f' tr ■
much stronger tha
taken out
ne of them
er saw. I put one of
le blow of an ordi-
then took the bal-
'■r and hammered it
rs ago a low gi-adeof
nkit
proved to be the worst metal that could possibly be used,
breaking sooner than ordinary grades of iron, and so we
is one which perhaps none of
be the test of the standard
ter, elastic limit and tensile
I care to discuss that problem.
illustrates
was in a boiler by the side of one that was broken. The
boiler-maker drilled out the stay bolt and found it broken.
I told him to drill out the one next to it, and this is the one,
and it will be seen that it is about two-thirds broken
off. It is very suggestive ; it shows how little we know or
can know of the safety of the stay bolts in our boilers. I
don't know how many of the stay bolts in that same boiler
A simple method has been devised, by means of
which any special noise, no matter how slight, may
be distinguished and traced, in the midst of a busy
workshop full of machinery in motion. The appa-
ratus, consists simply of an ordinary India rubber gas
tube about 3 ft. in length. The lengtli, may, how-
ever, be varied to suit the nature of the investiga-
tion. No ear piece or bell is needed on the tube.
One end is applied to the ear of the observer, while
the other is moved about in order to locate the noise.
It is said that this device works very well, and that
any little noise, otherwise unobservable, can be
quickly located by its use, and warning be thus ob-
tained of irregularity in the working of
THE RAIL^VAY MASTER MECHANIC.
■fSl /, a— Thimble otWr
M^i^M^r^Ptpc !■ Long.
DRAFT RlftGlNC^LAKE SHORE & XUCHIGAN SOUTHERN KAILWAY.-Ki
Piston Speed Required.
The accompanying table, which is new and oi-iginal,
and here published for the fii-st time, gives at a glance
the piston speed in feet per minute requii-ed with
various mean effective pressures per square inch and
IW sq. in. piston area (Hi in. diameter), to produce
various gross horse |X)wers.
With other mean effective pressures the speeds
would be inversely pro()ortional: that is, double the
pressure would require only half the sjxsed. With
other areas the speeds would be invei-sely proportion-
ate: double the area calling for half the speed. For
other gross horse powei-s the speeds would be propor-
ate: double the horse power calling for double the
speed.
PISTOX SPEED KEgilRED WITU AX III4 IX. CTLIXDEK.
1 Effective Pressur
Horse Powers.
5 1 10115120 25 30, 35
10 45
10
l.rl:B0'4!l5 6«)|828 9B0 1.1.>5
.820L485
4»i 457
;-V 3116
40
11 Kll-'l .■
: ) 1 U9
M
»l(»l»)130150!lS0l 510
56
240 270
Mr. .John Hickey. of the Milwaukee, Lake Shore &
Western is applying main rods with solid back ends
with excellent results. He meets the flat spot prob-
lem by watching his drivers very closely indeed and
the moment he detects the slightest evidence of flat
spots he slips the tires around slightly on their cen-
ters. To facilitate this work he has gotten up a tire
heater consisting of the usual iierforated ring. In-
stead of making an oil gas for the flame of this ring,
"■• using a mi.xture of compressed air and city gas as is
he uses gasoline.
done '
: the latter is obtainable
It is becoming quite generally i-ecognized that in-
creased attention must be paid to the strength of draft
rigging. This is one of the points in a car which re-
quires the closest attention to design, construction
and maintenance. One of the very strongest designs
of draft rigging is that produced several years ago by
Mr. John Kirby. general master car builder of the
Lake Shore & Michigan Southern road, and this de-
sign is shown in the accompanying engravings. This
rigging is a continuous one, both as regards buffing
strains and pulling strains. This effect is produced
by using .Ix.'i filling pieces rimning back between the
bolstei- and cross timber, and thence back between
Airig for
1 1 spring
i.ity. In
spring of
are tied to the first cross tie timtXM- by a It in.
rod, and the cross tie timbers are in turn tied to-
gether by s inch rods running along by the side of the
tilling pieces alluded to. .\ double spring is used as
indicated, Insteatlcif ■ i;, -iliT -Jn^:. -iningthe
pocket admits two -., _^ . , ,
an e.xceptionally luiL. -i-i ii,
can be made, if nei'>-:i' ,. . <> I- '""i
practice, however, the Lake Sliorc
about 13,000 lbs, capacity giving about 2."),000 lbs. for
the two springs. There was some trouble originally
with the filling pieces lying just back of the bai;k fol-
lower. The strap or i)ocket was found to chew into
the ends of the filling pieces. It will be noticed that
these are now beveled off and plated with a wrought
iron angle piece. This guides the pocket whenever
the springs are compressed, so that it will not dig
into and destroy the filling blocks. This rigging
which, as we have intimated, has been in u.sc for sev-
eral years, is giving perfect satisfaction.
cross timbei-s to the other end of the car. These
timbers set by side and carry any strain directly
through to the further end of the car. A continuous
tensile strain is also provided for: the draft timbers
intended to serve as a check upon
spci-d ill wlu<-h engineers undei-take to pass curves
other ilirtiiMilt ]X)ints, has been devised by M,
is engineer to the Orleans Railway of
instrument, accoi'ding to London Kn-
sisis (if a tuning foi-k provided with a
- I i'» - .1 ' !'\,. on the smoked surface
I ■ !i - . :i:r(l by suitable mechanism,
.i'i,\ >i.>,(.o I .art of the line, and as the
ti..lsor the engine move a treadle,
ii. s by means of an India rubber
i nment and sets it in motion. Six
econd treadle, which, on being
;ssi(l by the wheels, stops the mechanism, and
>eid of the train can then be obtained with an
of less than 2 per cent,, even when the speed is
iih as fiO miles an hour, by counting the vibra-
of the fork as recorded on the revolving cvlin-
THE RAILM/AY MASTER MECHANIC.
POWER TBANSFEB TABLES.
The application of mo
ei- tables may be made in va
governed by conditions which ai-e
der control of the builder. In m
pendent steam engine, carried on
own boiler, complete in itself, is
the best method which can be
used, but where the electric cur-
rent is available the use of ^I.e-
trie motors has been fouud i.r\
convenient and desirable. Tli-
Yale & Towne Man'ufactui iiig
i'ompany has applied both
methods with much success, and
in the illiistiations the two forms
are shown from photographs of
the completed installations. One
of our engravings represents an
electi'ic table, having a capacity
of KW.OOO lbs., and was built for
the Xew York Central & Hudson
River railrnad. The second en-
power to railway t
are only partially
THE REGULATIOK
' STEAM HEAT IN CARS ACCOM-
PLISHED
The Consolidated Car Heating Co. announces that
ntil April 15. and later if the weather is so cold that
rtiticial heat in the cars is desirable, all Belt Line
othe
uslr
the
pai-ts being accurately propor-
tioned to the work to be per-
formed. They are supported by
trucks of standard gauge which
run upon four tracks in the pit.
motion being conveyed to the four
jiairs of wheels upon one side of
the table only, through a longi-
tudinal shaft having pinions which
gear into spur wheels attached to
each of the four driven axles.These
wheels are made in halves for con-
venience, and are bolted securely
ujwn the axles. The motive pow-
er is applied to the driving shaft
by a simple arrangement of spur
gearing, permitting two changes
of speed, controlled by friction clutches operated by
level*. A driven capstan is operated by power de-
rived from the intermediate shaft, admitting of two
speeds and operated by friction clutch and lever. This
capstan is used for placing cars upon the table, and
the operation can be readily understood from the en-
graving of the electric table. The rope is led from
the car about a dead capstan ])laced at either end of
the table, and from thence to the live capstan, and by
this means a car may be readily pulled from either
side of the pit upon the table, or drawn off as may be
desired, the apparatim being at all times completely
under control of the operator, who also governs the
motion of the table by means of levers conveniently
placed in the cab or engine house.
In the application of the electric motor to these
tables the attachment and operation is similar to that
of an ordinary street car, and the current can be
taken by a trolley either from an overhead wire or
one placed in the pit— as in this ca.sc— using the same
current as for elccirii 'ijli'idj 'Phi* reversal of the
motor is readily ac ;■ li.- speed ana cur-
rent are easily com r. . i switches.
When steam i>- n-'i :i "'ii. i ~ placed upon the
table, and by the use of a pair of reversible engines
the power is transmitted through the gearing in prac-
tically the same manner as before described. Wire
rope transmission, when desired, can be readily ap-
plied.
These tables have given excellent service in practi-
cal use. and have greatly facilitated the handling of
rolling stock at the stations where they hare been
—The Austrian Hydrogl'aphic Bureau adopts the follow-
ing method of making paper transparent for copying draw-
ings: The sheet of paper being placed over the drawing
to be copied, it is lightlv rubbed mth a ball of cotton satu-
rated vrith pure benzine. The tracing can then be readily
made, owing to the resulting transparency, and the ben-
zine on evaporating leaves the paper opaque as before, and
without any trace of odor. Absolute purity of the benzine,
however, must be insisted upon to secure good results.
equipment which the Consolidated Co. is otTering
while it is in regular service.
The Belt Line trains referred to leave Albany on
the half houi' and Troy on the hour. If railway men
will inform Colonel Rice, the secretary of the Con-
solidated Co.. somewhat in advance of their arrival at
Albany, special opportimity will be given them to ex-
amine the heating equipmant.
We learn from various sources that the special ex-
hibition of March 11 and 12 was very satisfactory to
those in attendance. Among those mentioned in the
reports as present were E. D. Bronner, Mich. Cent
R. R.: L. U. Butler, N. Y., P. & B.; Geo. W. West,
N. Y.. O. &. W.: Lucius Luttle and F. Taft, N. Y., N.
H. & H.: Maj. E. D. T. Myers, R. F. & P.: J. M. Foss,
Cent. Vermont: A. Dolbeer, B. R. & P.: A. M. Waitt,
L. S. & M. S.: L. B. Paxon. P. & R.: A. Chubb, C.
B. & N.: P. D. Adams, B. & A. The railway mail
service was represented by Superintendents R. C.
Jackson, of New York, and George W. Pepper. Jr.,
of (.'loveland. Hon. .Tohn Bui^art. state engineer and
^ul■v, yni- William ( ■. HudM.n. secretary New York
Stall' liuilroad (uinniissioiiers: Hon. Abraham
Lansing. Senator C^jggeshall. Hon. R. P. Bush, and
other members of the railroad committees of the
senate and assembly were in attendance, also vari-
ous officers of the Delaware & Hudson, the New York
Centi-al, the Boston & Albany, and Wagner Palace
Car Co. at Albany who were present upon one or more
trips of the trains exhibited, or joined the visiting
railway men at lunch at the rooms of the .\lbany
Club.
A correspondent of The Railway M.\ster Me-
chanic, who was present writes:
The McElrov autom itK i n .i « is the
feature of the exhibition m ] i iimi ible ht-
tle device It allows a i tin i i .f upeuing
nng to
his been de\ i
ELECTRIC TUANSFEK TABLE-N. Y, C. & H. K. K.
trains of the Delaware & Hudson Canal Co. will have
in operation the McElroy automatic temperature
regidator and the commingler storage system. This
announcement is made because of the success of the
special exhibition of its car-heating devices given by i
the company on March 11 and 12, and because many i
railroad ofHcials who were unable to be present at
that time desire to examine the perfected car heating
will e
pel
J eh .
Uld XMtll
1 pisb ind at 74 de
his is 1 performance
1 ste im V ih e regu
i%e degrees inci ease
ision of steim from
degiees furthei m
This is indeed a lemarkable showing Piactic
allj tte undei stand the i egulatoi keeps the temper,
ature within a degree or two of 70 degrees, in day
coaches, and at a somewhat lower point in the smok-
ing cars— it having for su ch cars a different adjust-
ment. With such automatic regulation one of the
serious defects of steam car heating— that is, over-
heating— seems to be fully overcome.
STEAM THAXSKEK T
LONG ISLAND RAILWA^
THE RAILWAY MASTER MECHANIC.
COMMUNICATIONS
A "Circulating Library" of Mechanical Papers.
Altooxa, Pa., March 15, 1S«1.
To Mil- Editiii of the Kailway Master Mecliaiiic:
It was with fonsiJerable interest that I read the com-
rauuication in your Manh issue regarding the "Value of
Mechanical Journals to Railway Men," by "Reader," and
while reiiding the same a suggtstion or two occurred to my
mind which if carried out— and it would be a simple matter
to carry them out — would undoubtedly be of benetitto all
concerned in the matter. As "Reader" truly says, it is
the duty of those who are in charge of the mechanical de-
partments of our railways to endeavor to impress upon the
minds of the men under them the value of the mechanical
journals, and as a means of bringing about this desired end,
and of furthering the interests of both the railways and
their employes in the mechanical departments, I would
suggest that each company subscribe for one or more copies
of the leading mechanical papers devoted to the railway
field according to the nimiber of shops and men employed
therein, and place them at the disposal of the men employed
in its shops, the idea being to accord to each man the privi-
lege of taking home and re;u3ing each of the papers if he so
Such a proceeding would cost the railway company no
great sum, and it would no doubt be a paying investment,
jis it would enable the men, by reason of a more thorough
knowledge of shop details and other methods pertaining to
their work to be of greater service to the company employ-
The plan in outline would be somewhat as follows : Let
the company subscribe for, say, six copies of each of the
leading mechanical journals, the number of copies of each
journal being governed of course by the number of men
employed in each shop. Each employe would then be al-
lowed to tjike one paper at a time home with him, and keep
same during a period of time required to read its contents,
which might be designated as one or two evenings. When
through with the journal the employe should return same
in as good condition as possible, and would then be enti''.' 1
to the use of another paper, and so on till he had hi
chance to read all of the papers received at the shop. I
would enable each employe, who was anxious to learn ;i 1 1 in'
could, to derive the benefit which mav be obtained from a
perusal of the columns of the prominent mechanical jour-
It would not be dilHcult or expensive to successfully
carry out a plan similar to the one outlined above, if the
railroad companies could only be brought to realize the
the benefit which would be derived from such- a procedure.
Some one could be designated as librarian to receive and
look after the papers and see that no one be allowed to keep
a certain paper longer than necessary. The copy of each
paper for the week, or month, as the case might be, could
be kept in a convenient binder, which wotild assist in keep-
ing the paper from bang soiled or toni. When the new
papers anive the old ones could be filed away in a suitable
binder, or otherwise, for future reference.
In case the railway companies "can not afford" to expend
a few dollars as above suggested, the employes themselves
could easily raise the desired amount among themselves by
"chipping in" and thus be able to derive the benefit of a
number of journals for a very small sum. This latter
method of procuring a circulating library of mechanical
journals would, in all probability, be the more satisfactory,
as it would enable the men to make their own choice of the
papers and the number of copies of each desired. I doubt
not that most of the meohanical journals would be \villing
ites if a plan of this nature
I washing methods made some time ago revealed the fact
that at one or two places petroleum was used in washing
trucks with good results. The oil was never used on the
varnished siu'faces of coaches, however, excepting during
sharp rain storms. Under such conditions it was used with
good results, but it was thus used only because an inmiedi-
ateaud thorough washing down was insured by the storm.
Testing Locomotive Boilers.
ToKoXTO, Cax., March 11), 18!l
To the Editor of the Hailway Master Mechanic:
Will you kindly permit me to ask your opinion (
difference between testing a boiler with st^am and
coldwator; J
[We favor the hot water method and give some c
reasons for so doing in an editorial paragraph in this
j The Master Mechanii
issociation— Circulars of Inquiry.
The following circulars of inquiry have been issued:
EXAMISATIOX C
The committee
" Examination "
their duties r.l:i
ig questions :
No. 1. Do you examine eug
.uecrs employed from other
card rules ! "if so, what plan
does the examination consist ;
firemen, candidates for promo-
^.
sider the limit past the age of 31 years;
No. 4. Do you advise the first year in service. ;is fireman,
be on switch engine i
No. 5. What do you consider the shortest time a iireman
should serve in that branch of service before he is allowed
examination for promotion to engineer? If a fireman fails
in^n examination, how do you deal with him ;
•nutcted with the econom-
d it is highly desirable that
rticient information to ad-
■•1 on most railroads. Anv
This subject
W. H. Tn
; undertaken.
X. Y. Z.
Kerosene for Cleaning Coaches.
To the Editor of The Railway .Master .Mechanic :
At the Februarj- meeting of the New England Railway
Club, the subject of "Painting and Varaishing of Railway
Rolling Stock," brought out considerable discussion, es-
pecially as to the treatment passenger cars received in
washing. As the cars are varnished it is of coarse an
easy matter to spoil the surface in washing. It is quite
well known among housewives, and furniture men, that
varnished fm-niture washed in water to which kerosene
has been added in a ratio of about one tablcspoonful to one
gallon of water, leaves a nicely polished surface, and at the
same time cleans the siu-face verj- thoroughly and does not
injure the varnish. It might be of advantage to the rail-
ways to give this a trial, if they are not already using
kerosene in washing their cars.
Painter.
(We are inclined to think that the continued application
of the mixture suggested by our correspondent would be
harmful to varnished surfaces. An investigation as to car
Answers to be sent a
uperintcndent of motive power,"Eiist Teni
I Georgia Railroad, Knoville, Tenn
L. K. POMEHOV,
Conmjittee.
possible to W. H. Thomas,
lessee, Virginia
' FEED W.ITEK.
The committee
Softening of Feed Water" desires to procure all the informa-
tion possible on this subject, under the follo\vii g heads ;
Hav
c experience with mechanical device
2. Have you tried chemicals, and with what result !
3. Have you found practical, and do you recommend for
use, any of the mechanical or chemical devices for purify-
ing water; Please tell briefly what your experience has
been with any method that you have tried, and also make
any suggestions or recommendations that will be of use to
the committee.
The committee would call
no report has been
committee has been" in existence) for the last three years.
As the time before the meeting of the convention is lim-
ited, the committee earnestly request that any information
vou can furnish will be sent in at as early a'date as possi-
W. T. Small.
Mm
A. W. QlACKEXBlSU,
J. B. Bakxes,
J. W. Hill,
Committee.
W. T. Small, 7* Dayton ave., St.
Car ventilator. G. E. Crutchfleld, No. 14s 18:i.
Dumping Car, E. M. Hesselbom, No. 14S.S«.
Trestle, J. N. Becker, No. l+8,0-i3.
Car spring, C T. Sehoeu. No. 14>,'.''.tl.
Cattle guard, Cleveland and Beal, No. 14JS.Si4.
RaUway car, E. S. Stiles, No. 149.0-!i.
Electric railway signal, P. L. Pope, No. UH-l.W.
The many readers of The R.\ilw.\y M.\ster .Me-
CHAXic who are on the look out for iraprovements
which secure increased economy in the {feneration
and use of steam will read h ith attention the follow-
ing- description of the pump governor and feed water
regulator invented by Mr. Charles B. Bosworth. of
Boston, and manufactured and sold by the Crosby
Steam Gage & Valve Co., of that city. .Mr. Bosworth
is known as the inventor of a number of valuable and
successful devices and those described below and also
others which we shall illiLstrate iie.xt month, must
take high rank as ))ractical machines having a wide
range of application and as indispensable accessories
to all thoroughly equipped steam jilants.
THE PUMP CiO\-EKXOK.
The Bosworth pump governor (Fig. 1. section: Fig,
2, elevation), is actuated by two positive forces: one,
compressed air, the other, a spiral steel spring: Ixjth
are certain in their action and easily adjiLsted to the
work required of them. The power of the spring is
constant, while that of the air is made to vary from
nothing, to double that of the sjiriiig. As these forces
act in opposition— the spring to open the throttle
valve and the air to close it— it is obvious that the
spring can be effective only, when the air iiressure in
the cylinder is less than its own; and that the air can
be effective only, when its own pressure exceeds that
of the spring: and it will; be seen that these condi-
tions are obtained and repeated at regular intervals,
according to the work required of the steam pump.
An air pump (not here shown), connected by proper
mechanism to the steam pump to be worked by it.pumps
air into the cylinder A. through a pipe connected
at D: when sufficient pressure is accumulated therein,
the piston. B, which is directly connected by the rod,
F. to the throttle valve of the steam pump, is forced
downward, thereby compressing the spiral spring on
the rod and closing more or less the throttle and con-
sequently retarding the pump (and with it the air
pump). A small passage, G. with adjustable orifice,
H. for the escape of air Is provided, through which
the pressure in the cylinder is gradually reduced,
and when the air pressure becomes le.ss than that of
the spiral spring, the latter forces the jiislon upward,
thereby opening the throttle more or less and conse-
quently accelerating the pump (and with it the air
pump).
When a regular and uniform s|)eed of the steam
pump is required, it can be obtained by modifying the
area of the passage. G. by the adjusting nut. J.
When once regulated, the steam pump will continue
to run \vithout variation, regardless of the changes of
steam pressure, or load on the steam pump. Its ac
tion is positive and direct, and so sensitive that it wil
control the steam pump within two strokes in case o
accident.
THE FEEE>-W.\TER REGULATOR.
Fig, .3 shows a steam boiler with the Bosworth
ed -water regulator in position.
IHE RAIL^^s^AY MASTKR MECHANIC.
BOSWOKTH FEED WATER REGULATOK-Fi..
This appai'atus consists of the air pump operated
by the steam pump. 0, the pump governor, A' (as
above described except that the orifice fl^ is closed
and the escape of air from the cylinder is controlled
by a valve o])erat€d automatically), and the regulator,
Jf. This regulator isee Fig. 4 for larger cut) has
boiler connections in common with the water gauge, S,
and is interposed between it and the water column. W.
conditions which secure the same fluctuations of water
level as take place within the boiler, and being out-
side of it. the water contained is cooled by radiation:
a fact of great importance in this device. The regu-
lator may be described as a half inch brass pipe hav-
ing a rectangular return-bend, the horizontal legs of
which are about 8 inches long and 2 inches apart, all
in the same plane. This return-bend is located so that
the upper or steam-leg, Q. shall always be filled with
BOSWORTH FEED WATER REGULATOR-
steam. while the lower or expansion-leg. P.
have its horizontal diameter level with the prescribed
water line, to be alternately filled with hot steam or-
cooler water as the latter slightly falls or rises by
reason of its evaporation and the prompt supply
afforded by this device. Below the expansion-leg is
an adjustable steel rod, N, connected at one end to
the upright part of the regulator and at the other
end to the lever which controls the valve. M. in the
air pipe leading to the governor.
To understand the automatic operation of the appa-
ratus above described and illustrated, let us suppose
that the water in the boiler is at its highest point, at
which time the expansion-leg is full of water and the
alve is closed: the pressure in the cylinder has
forced the piston dpwn, compressed the spiral spring,
closed the throttle and stopped the pump. This con-
dition of things lasts but a moment: evaporation is
constantly going on in the boiler and lowering the
water which gradually settles out of the expansion-
leg, and its place is instantly filled by steam from the
steam-leg. The live steam being much hotter than
the water which it has displaced, expands the pipe,
which acts on the lever of the air valve and slightly
opens it, thus relieving the pressure In the cylinder
of the governor, so that the spiral spring may react
and open the throttle, by which the pump is started.
The action of the pump continues until the water is
again carried to its highest point, filling again the
expansion-leg with cooler water which contracts it
and closes the air valve, so that pressure is again ac-
cumulated in the cylinder of the governor, by which
the piston is forced downward, the spiral spring com-
pressed, the throttle closed and the pump stopped:
thus completing one round or alternation, and this
automatic action is continued as long as evaporation
takes place and power is generated in the boiler.
This apparatus is susceptible of very fine adjustment
by means of the rod. A. so that the rise and fall of
water in the boiler shall not exceed one-fourth inch
above or below the prescribed water-line.
Iron Driving Axle
At the meeting of the Northwest Railroad Club,
held in St. Paul on Tuesday, March 10, Mr. George
Dickson, of the Great Northern Railway, read a paper
on axles, from which we abstract as follows:
In speaking of driving axles, I wU confine myself
to two qualifications: First, the best material, and sec-
ond, the best size and form. From a careful investi-
gations as to the comparative results of the two metals
used (iron and steel), I am convinced that the steel
axle, though perhaps a little more expensive in first
cost, is the cheapest and most durable in the end
although perhaps not the safest. The iron being of
a fibrous nature, generally gives warning before break-
ing: while the steel is made up^ of particles or mole-
cules which lie interlocked together, and being thor-
oughly compact, make it of a more brittle nature. I
find that we have taken out 60 iron axles in the last
six years, the average life of same being 9* years:
three being broken and 57 unsound or what is best
known as "seamy."' The appearance of these you are,
I think, all familiar with, as well as the bad etTects.
such as cutting out driving box, making an unreliable
engine should same be wanted for a fast run, etc.
In the steel axle one may have more breakages, which
I admit is a serious defect, but we have an entire ab-
sence of the seamy defects and a better and more re
liable journal under all circumstances, which must re-
sult in a saving of material, labor, lubrication, and I
might add. profanity.
I will now endeavor to give you some comparisons
between the steel and iron axles. It was in Novem-
ber. 1880, that we received our first steel axles.and from
that time up to 1882. we had received 1.31. all being
under new engines of different makes. We also re-
ceived during the same time 118 iron axles, also
under engines of different makes. The conditions
under which these engines work are very much the
same, although the engines of the heaviest weight
were on the steel axles. The first steel axle to break
was in Api-il. 1888, with a mileage of 148.370 miles.
Since then we have broken seven, eight in all, the
last having a mileage of 270.170 miles. The first iron
axle removed was in May, 18S.'i. with a mileage of 116,-
319 miles. Since this date we have taken out 24 in
all, one being broken and 23 seamy. The last re-
moved had a mileage of 11*2,777. This you will see is
a decided showing in favor of the steel axle, there be-
ing just three times as many iron axles removed as
steel, to say nothing of the value of the steel scrap as
compared with the iron.
We will now take up the second question— The best
size and form. We all know that the larger the
diameter is, the greater will be the margin of safety,
especially with the steel axle. I notice that the large
iournals give the best satisfaction and good service
\~ to tlio best form of an axle I will say that I prefer
1 Im ' /[[ r,ize of journal to be carried fin. into the hub
m' •. Ii. il which will give you the strength just where
.111 villi; axles generally break. This form also gives
you a shoulder that is not affected by the wearing of
the hub.
As to the wear of journals, I don't find that there is
much difference. I don't find the iron wears any faster
than the steel imder ordinary circumstances, as. the
majority of the axles I have referred to are not worn
more than i in. in diameter. The sum of my remarks
is that an iron axle is the safest and would be prefer-
able, providing it could be procured seamless and
sound. This being almost impossible we take the
steel axle with a good margin of safety, by giving it a,
large journal, and get the best results.
The manner of heating and ventilating the George
F. Blake Manufacturing Company "s machine shop at
East Cambridge, Mass.. has been carefully considered,
and we present in the accompanying views a general
idea of the arrangement adopted. The building itself
is about 400 ft. long by ITO ft. wide by 40 ft. high,
forming, with the exception of the offices at the end,
one entire open room, w-ith galleries upon either side
of the central space.
The blower system of heating and ventilating was^
decided upon, and an arrangement of the air ducts
and piping adopted which was best suited to this type
of building, although somewhat new in its general ar-
rangement. A Sturtevant fan was introduced of the
type commonly known as the J housing; that is. the
upper portion of the fan constructed of steel plate
with the lower portion built of brick, and forming a
portion of the air duct which is underground. The
fan is driven by a direct connected horizontal engine,
which carries the fan wheel upon its shaft. The
heating of the air is secured by passing it through a
Sturtevant heater, consisting of a series of sections
constructed of cast iron bases with vertical rows of
steel pipe so connected at the top by cross pipes as to
cause a continuous circulation of the steam (admitted
into the upper portion of the section) up, over and
down the pipes and thence to the drip pipe connect-
ing with the lower portion of the section. These sec-
tions are all combined into a single heater and en-
closed in a steel plate jacket which connects with the
inlet of the fan.
For convenience the apparatus was placed at some
little distance from the main building, and as the
nature of the building, having a large open space with
traveling ci-anes therein, prevented the carrying of
any pipes overhead and across this space the entire
distribution of the air is made through underground
ducts running along the sides of the building with a
single cross duct supplying the side farthest from the
fan. The ducts along the walls are easily constructed,
as the wall forms one side of the duct, and the ducts
are built of brick. At regular spaces along the wall,
between the windows, flat rectangular galvanized iron
pipes were run up from this underground duct and ex-
tended up some 9 ft. above the gallery floor. In each
of these risers are placed four openings, two upon
each side, adjacent to the wall, so that there are two
for the main and two for the gallery floor.
The discharge of the air from these openings is
controlled by sliding gates which are easily manipu-
lated. The air discharged from these upright flues is
forced along the walls and becoming slightly cooled.
ArRII
THE RAIL^VAY MASTER MECHANIC.
falls to the floor and ])asses in a mass toward the cen-
ter of the building, warming in its passage every-
thing with which it comes in contact, and finally
rising in the center of the building. There is thus
secured a mass movement of the air and at the same
time equable heating and thorough ventilation. The
offices are heated from the same system as indicated
upon the cuts.
The George P. Blake Manufacturing Company state
that after an experience of two winters they like it
better than any system they have ever used and that
they have no trouble in the coldest weather in keep-
ing the building comfortable while using only e.\haust
steam in the heater. The heater itself is so con-
structed as to use either live or exhaust steam and at
all times utilizes the exhaust from the fan engine, so
that there is no appreciable expense for running the
fan. As large volumes of air are constantly brought
into contact with the heating surface in the heatei"
the condensation becomes so great that only about i
to i of the surface is required to do a given amount of
work that would be necessary with the pipes strung
around the room, as is usual with a direct steam sys-
tem. As the heating surface is all combined in this
way in a single heater there is no danger from freez-
ing or leaking and perfect control may be had over
The large I'epair shops of the Philadelphia & Ucading
Raih'oad Company at Wayne Junction, Pa., are rapidly
nearing completiou.
It is stated that the Omaha, Kansas City & G alvcston
Railway Company will establish machine shops at Deuison,
Tex., pi'o\ided a site for the shops is donated by the citizens
of the place.
AiTaugemeiits are being made to in. ■[■'■, i^>- thr uoi-Ujul'
force and the capacity of the Gulf, t ■..i.ri.i.i x S;iiii:i t".'
repair shops at Gaiuesvillc, Tex. 'I'hc> .nnip.in.v iniia.l-.. n
is stated, to do all the heavy repair wtnk .a iIil- Uaiiiosvilii'
shops in the future, especially that ix>rtiou of it that has
been done iu the Cleburne shops heretofore.
ItisstaU'd that till- Xoi-folk & Western Itailroad Com-
pany i^ |.i r|.,ii Hi- 1.. . I . , 1 .1 In u niundhouse and additional
ma.-liiiM . ,■ - . , , \ .1
Til, |. i I I he Ix)uisville, Evansville
& St. i,..iii~ I'.pl I' I '! !M ' '-!i hul,, have been completed^
and PrL'siiU'iit Mai-kt-y lias given orders that their construc-
tion be commenced early in April.
The business of the Joseph Dixon Crucible Company, of
Jersey City, N. J., has grown to such an extent that the
company is compelled to have more room, and will on April
1, begin the construction of a new office building KxltX)
feet three stories high. The present offices will be used
for factory purposes, together with a new addition lOOxUWt
feet, four stories high.
and they contain new and modern machiuei-y to facilitate
the work in all departments. The buildings are of brick,
the dimensions of some of the more important being as
follows: round house, 319 ft. 3,'. in r-nt j'M.' ilitinntiT and
75 feet deep) containing 40 stalls: : • ,, i, ,, r,i it. 4'^
m.xlOS ft. lOJo in., containing 11 |. ,,. i,. m. lOx'ii
ft. ; boilcrvoom. Illx-r. ft.; l™il.li.,_ hi i.lant.
HEATING AND VENTILATING PI^NT— THE STUIITEVANT SYSTEM.
the stcani .<ui)i)ly. The building may be very rapidly
heated uj) in the morning and control over its tem-
ixirature may be maintained either by varying the
ajuount of steam in the heater or by varying the
speed of the fan.
The entire system was installed by the B. F. Sturte-
vant Company, of Boston, Mass. In a similar manner
it is being very generally introduced throughout the
country, although of course different applications are
required in the different classes of buildings, but
there is certainly every assurance that this system
has proved itself thoroughly reliable in every partic-
ular and worthy of the mo.sl general intriKluctiiiu.
GOSSIP ABOUT VLACmKE AIH) CAB SHOPS.
It is reported that the Ches.ipeake & Ohio Itailroad com-
pany has secured a site and is to erect a foundry and ma-
chine shop at Russell, Ky.
The Philadelphia & Reading railroad company will, it is
reported, erect new repair shops at Schuylkill Haven,
Penn.
It is reported tha^ the Knoxville, Cumberland Gap &
Louisville railroad company will erect repair sbops at
Knoxrille, Tenn.
The plans for the Missouri, Kansas & Texas railway
shops to be built at Greenville, Tex., have been completed
by Chief Engineer Jarvis. These shops will furnish em-
ployment for a large number of men, and will be equal in
capacity to any railroad shops in the state. It is also said
that the machine shops of this road now located at Taylor
and .fVlvarado %vill be removed to Waco. W'aco has pledged
depot grounds, and, as understood , it will be accepted.
The Huyett & Smith Manufacturing Co., of Detroit,
which makes a specially of steam hot blast apparatus for
heating railway shops, roundhouses, factories, etc.. will
soon commence the erection of a new two story brick build-
ing to be used for the construction of liand blow cis
Messi-s. Byram & Co., of Detrciil. .M. h m . i. . ii.j .u
addition to their present plant. wliiH
by increased business. The adtiiii-. , .i :
be used for office and storage puiji i^-, 'i, i- ... :,j ii;.
present structure, .Wxll.T ft., to bo us.-.l entirely for simp
purposes.
The Brown & Sharpe Co., of Providence, R. I., are build-
ing a new four story brick building, 100 ft. long and 56 ft.
wide. The construction is similar to that of the company's
main machine shop buildings, and is practically Are proof
throughout. The walls are 20 in. thick and have two ven-
tilating flues 6x8 in. in each pier. A large proportion of the
wall space is occupied by windows. The flooi-s and roofs
rest on U'on beams, supported by three transverse rows of
iron columns 16 ft. apart. The heavier beams are in pairs
and are 20 in. deep : the lighter are 15 in. deep. The latter
are 8 ft. from center to center and support brick arches 4
in. thick, 10 in. rise. The floors are 5 in. thick. The first
I layer from beam to beam is 2'i in. splined spruce pUmk.
I The second layer is IS, in. spruce laid diagonally with the
plank, and the third, or top layer, is 1 \ in. hard pine laid
parallel with the H in. plank. The roof is solid concrete
covered with tar and gravel. The stairways are iron.
Benches arc of the company's standard pattern and their
sanitary closets %TiU be used. The building %vill be devoted
to the manufacture of a variety of small tools and in.stru-
ments for accurate measurements.
The NashWlle. Chattanooga & St. Ix)uis Rjiilway Com-
pany are now occupying their new shops at Nashville, Tenn.
These are probably the finest railway shops in the south,
upholstei'y shop on seei.i
mile from the depot ami
lar piece of ground ailj.i
are modern iu all resp
plenty of room and gooi I
wherever needed to faei 1
department to another.
h. I hi' shops
. ;,ir:irined with
' ! I ' :. lilies are located
• I : I i 1 1 work from one
' IS .1,1 .1 , ..uiplete system
with I lie shops and yards,
with a reservoir capable of storing li(X),000 gallons. Another
novel feature is a quite large gi-eeuhousc, where plants and
flowers are reared for the purpose of beautifying the grounds
around the various stations along the line.
The Cincinnati Southern Railroad Co. is said to contem-
plate the removal of its Somerset machine shops to Burgin,
Ky.
It is reported that the capacity of the Fort Worth ma-
i-hine shops of the Texas & Pacific Railway Company, is
to be inci-cased, and new machinery added in the near
The Pennsylvania Steel Co. mil soon neariy double
the present capacity of the frog, switch and signal de-
partment of their works at Steelton, Pa.
J. H. Sternburgh & Son, of Reading, Pa., have recentr
ly commenced work on a new machine shop, which will bo
about twice as large as the old one recently destroyed by
fire, which will give a floor space of about 10,(KK) sq. ft.
They will also erect as promptly as possible an iron struct-
ure, 360 ft. long by 100 ft. wide, to be used as their main
works, comprising the forging and finishing depart-
ments. Plans are now being prepared for this structure.
BOOK NOTE.
We are in receipt of a most
titled "Compound Locomotives.
Woods. M. E., professor of meel
University of Illinois, and publisi
of the National Car and Locomet
isdL^-
.iiidner Type;"
.team Distribu-
tion of Three-
between Cylin-
" Economy of TSvo-C\
tion in Three Cylinll
Cylinder Engines;" •
to convey information
to exhibit hi
fortunately ;
ters upon ineel:
a special stu.l}
of his book is
that this foiiu .
try and in Eui-.
Investigation.s made by a French scientist with tan-
nin mixtures as boiler scale removers led him to the
conclusion that such mixtures injuriously attack
boiler iron. A German ex|>eriinenter attacks this
conclusion, and while not advocating tannin for such
uses, urges that that substance has very little ten-
dency to attack iron after the first contact, claiming
that the metal becomes immediately coated and pro-
tected from further action. He contends that the
risk to boilers from the use of tannin as an anti-inerus-
tating agent has been greatly exaggerated. This is
apparently a case of doctors disagreeing, and there is
evidently room for further investigation into this sub-
ject.
THE RAILW^AY MASTER MECHANIC
UWIVERSAl GBIHDnfG MACHINE.
Our perspective views, Figs. 1 and 2, give a general
idea of the No. 1 univei-sal grinding machine, built
by the Brown & Sharpe Mfg. Co., of Providence, R.
I. The design is well adapted to resist vibrations
within the machine itself— an element essential to
the durability of thi^ machine and the accui'acy of its
work. The bed and base are cast in one piece and the
sliding table moves upon the bed on one V and one
flat slide. The shallow basins or pockets, one at each
end of the sliding table, form convenient places for
wrenches and other tools in frequent use about the
machine, and the dust caps beyond the basins protect
the slides when the table travels to its extreme move-
The head and foot stocks are mounted upon a swivel
table, which rests upon the sliding table and turns on
a central stud. The line of centers accordingly can
be set at any angle with the table slides.for the purpose
of grinding tajiei-s without throwing the head and
foot stock spindles out of line. For setting the ta"ble
accurately to grind any desired taper an adjusting
screw is prorided and a scale graduated to show the
taper both in degrees and in inches per foot. The
wheel slide moves on wide, flat bearings and is held in
place by a 4;j degree gib. This and the forward pro-
jecting dust cover completely protect the slides from
dust.
The wheel platen rests on a flat, cii-cular bearing,
the mean diameter of which is greater than the dis-
tance between the bearings of the wheel spindle. A
steady support for the wheel stand is thus provided
and rocking is prevented. The wheel platen may be
set in any position, and is held in place by a bolt ou
each side.
The feed is engaged by pushing a knob in the cen-
ter of the hand wheel on the front of the machine.
The connection is positive, and cannot become disen-
gaged by ribrations of the machine. When desired
the table can be moved by the hand wheel.
The motion of the table is automatically reversed
by a lever, which is actuated by dogs that can be set
at any position the same as the dogs on a planer. The
lever and its adjoining parts are cushioned by a sim-
ple arrangement, so that the table is reversed with-
out shock or jar— an important feature in accurate
grinding.
The cross feed by which the emery wheel is brought
against the work to be ground, is operated from the
front of the machineby a hand wheel graduated to
read to thousandths of an inch.
A section of the wheel stand and spindle is show
in Fig. a. The spindle is steel, hardened, ground and
lapped. The end play is taken up with the nut a: B
UNIVERSAL. GRINDING MACHINE.
is the cheek screw. Provision is made for delicate
adjustment. The bo.xes are 3 inches long, and * in-
ches in diameter. They ai-e made of phosphor bronze,
are self-aligning, and may be adjusted by the nuts C
D. Both nuts are turned towards the back of the
machine to take up the wear, and the boxes with the
spindle can be removed from the wheel stand without
disturbing the adjustment of the boxes.
The driving pulley and the flange are made in one
piece, the pulley being 3i inches in diameter. It is
fitted to the taper arbor at 1, and held in place by the
The machine will swing work between centers 8 in-
ches diameter and 16 inches long, while the table
may be fed several inches beyond that length. The
' el table will swing to either side of its central
ment is about 2,600 pounds. The flo
over extreme projections and point
various parts is 36x69 inches.
The accompanying engraving displays a most re-
cent heavy improved car mortising and boring ma-
chine of the type using square or hollow ctisels. It is
especially designed for, and capable of cutting, the
heaviest mortises in hard or soft wood, from i inch to
9 in. deep, leaving each mortise entirely free from
chips. It will also make end tenons, gain or mortise
clear through a 9 inch timber, and countersink for
bolt heads. Its high efficiency and adaptability to
UNIVERSAL GltlNDl
position to grind tapers from zero to U inches per
foot, or from zero to Si degrees in angular measure.
For grinding work on the face plate or chuck, the
head stock can be set at any angle within the whole
circle. The wheel slide has a movement of 4 inches,
and may be fed at any angle fi-om zero to 90 degrees
on either side of a line at right angles with the slide
bed. The wheel stand will take a wheel 7 inches dia-
meter and i thick with a 2-inch hole in center. The
internal grinding fixture usually sent with this ma-
chine will grind holes 5 inches long, and S-inch and
upwards in diameter. Wheels not larger than 1 inch
in diameter are used with this fixture.
The weight of the machine boxed ready for ship-
the work for which it is intended, and the great
variety of work which can be accomplished with it
at one handling of the timber, make it one of the
greatest time and labor saving machines of this class
ever brought forward.
The column is one entire easting cored out at the
center, strongly braced and thoroughly able to with-
stand any strain or shock that may be given it. All
working parts are planed perfectly true and in line
with each other.
The bed rests on the main column, and is held in
position by gibs, the cross movement being controlled
by a friction clutch provided with stops to gauge the
length of mortise. The uppei- iiart of the bed which
THK RAIL^VAY MASTER MECHANIC.
holds the timber, has an extra movement operated by
a hand-wheel and screw to gauge the depth of mor-
tise. All other makes of this style of machine, it is
claimed, have a stationai\v bed, and the depth of mor-
tise is made by blocking up behind the timber that
is being mortised.
The chisel mandrel is driven by a new improved
friction and gearing, with a quick retui-n. and is
raised and lowered by rack and pinion. There are
suitable stops provided for gauging the travel of the
slide, also a regulating screw for changing the posi-
tion of the chisel to suit the work. The machine
will take in stock up to 16 in. wide and U in. deep,
and cut a gain at the top of a 1 2 in. timber.
If necessary an extra boring attachment can be
fitted to the machine for boring joint bolt holes, side
sills and general work, and when so made the build-
oi-s furnish one auger n- 16, 11-16 in. and 13-16 in xlO
in. twist, or any other size to suit the work. They
also furnish with the machine four chisels i in., t in.,
1 in. and \i in., with augers to suit.
For further information address the originators and
builders, the Egan Company, Nos. 216 to 236 West
Front street, Cincinnati, Ohio, U. S. A.
Smoke Consumers on Chicago Eailways.
The foUnv ing report by Andrew Young, chief smoke in.
spector of Chicago, imlicates a notable progi-ess in the ap-
plication of smoke consumers on the locomotives of rail-
ways running into Chicago:
There is no longer any doubt of the practicability of
abating the smoke nuisance on railroads as is shown by the
- -• ■- - >•- >-"" aplishcd by the
;md has assured
ruiiniii- !iM" III. < :' , ^top their
Graiiil 1 1 ,ii,„ I., i„.u iiifjaged in eqi
running into the city, it has seven <
ised to finish them all before sunim
equipped three locomotives and tin
new and repair-'-l li',, thn' h:t.l h'-ri
the Baltimore .v < n.i i i- i:: n- . n
into the city, ■■'■:■• ■ ii
with the resuU , ' ! i ; - 1 ,i
abatement of the- 3iii,.ftc iiui^au,_f m th-' ii.ai' luiur.' , Un-
Michigan Central is engaged upon :!'.' nf it-. . nL'in,^ ruimii,^
into the city, and has 13 of them ^ilna.lv ^m kln^' van.
factorily. These results are very san^fa.i.My. au.i . siai.
lish beyond a question that it is pr.ictiial tn aiKiir tlir siiH'ki-
nuisance. Many of the other roads ruuning into tlte ciiy
have made experiments during the past year, but have re-
ported little progi-ess and a good many failures. This de-
partment has decided that sufHcient time has been given to
those who have not yet complied with the ordinance and a
vigorous prosecution will be commenced against those who
have neglected or refused to comply. Much more has been
accomplished in abating the nuisance in factories, hotels
and ofHce buil'iings, a report of which will soon be ready
for publication.
PERSONAL.
Ml'. John Hickey has resigned the position of master me-
chanic of the Milwaukee, Lake Shore & Western to accept
the position of superintendent of motive power, machinery
and rolling stock of the Northern Pacific railway, Mi-. \V.
T. Small having resigned the latter position. Both Mr.
Hickey and Mr. Small have been classed among the most
brilliant mechanical officials of the northwest — indeed of
the entire country— and the present announcement will be
Ii ii'i- !! licmist of the Opaque Cloth Co., of this city.
»■ ■-. laaaemanyfriends while in the railway service
ill be verj- glad to learn that he is doing well in
.luhii Wiley, the he.-id of the f.imous publishing house of
John Wiley & Sons, which has made a specialty of mechan-
ical books, is dead.
Mr. F. W. Dean, the well known mechanical engineer,
lias since March 1 been occupying larger and more con-
\ '-nicnt quarters than before in the New Exchange build-
ini.', Xi State street, Boston, Mass.
marked mechanical turn of mind and his early legal ex-
perience will make him a valuable officer in his new rela-
Mr. T. M. Itamsdell has been appointed to the position of
general foreman of the car department of the Wisconsin
Central lines at Stevens Point, Wis., in place of Mr. A. F.
Redfield, whose decease we noted last month. Mr. llams-
dcll is a bright young man of 'M years of age, who has been
ilrauglitsinaii for Muster Car Builder Connack for the past
two .\ cars. He *-i>nimenced his career with the Central
Kailroad of Inwa, working in the shops of that road as
apprentice and afterwards as pattern maker and draughu-
The friends of Mr. James E. Cross are saddened by the
news of his sudden death in New York, received just as
we went to press last month. Mr. Cross was passing
through Thirtieth sti-eet on his way to the train when he
feU to the sidewalk, death occumng instantly, resulting
douhtlc-ss from hcai't disease. He was fully aware of the
IMPROVED AUTOMATIC SQUARE CHISEL CAR MORTISER AND BORER.
with March 1.
abated the niiis;
boilers, in its d,
burgh, Ch ca-.'- •
its shop, and lia
ning into Chica-.
has ten locomot
cificis engageil
Chicago; the T,;
pcd (VS and that
ning into the .it
city, during the past year lieginning
TTie Chictigo & Northwestern has
lU l."-..n...t\ves and on Ififi stjitionarj'
)''■■' Km 'iMi'.i jmd shoi»s; the Pitts-
irnmotives, one boiler in
, 1 11 1. all other engines run-
1 ■ . I'.'.rt Wnync & Chicago
in use for the past six .vears,
at its elevators A and B ; the
Louis has equipped 8 loco-
I regi-et. Evei-j-- | danger that
read with feelings of mingled pleas
body will be glad that Mr. Hickey has been glviMi sucli an
importjuit [xist and will feel sure tii.,! h. \'.i:: itni. (lil
luster to an already bright fame .\
grcl Mr. SmalPs retirement and w ill i-
erelong re-enter the railway servi.i iml iln n i i i -i i
career that was long ago honorably famed frntii .nasi to
Mr. E. Speidcl who for some time was chief assistant to
Mr. Davidson in the chemical laboratnn,- of the Chicago &.
Northwestern railroad, and who before that connection
was for a long time in the chemical laboratory of the Chi-
cago, Burlington & Quincy, is now and has been for several
atened him and always lived in expecta-
lioii i.f a sudden death. Mr. Cross was born in Virginia in
i-j: • i has been identified with the manufiuturing
I ( •hi<-ago for the p.-ist 30 years. He was the
I I lirni of Cross, Dane & Wcstlake, which was
I II I 1 1 i merged into the Adams & Westlake Company,
anil has icpicseuted that company in the east for the past
twelvt! yciirs. He htid a fine presence and a warm and
generous heart, .and endeared himself to a host of friends.
He was warmly attached to his home and was an affection-
ate husband and father. He was pure in life and his ex-
ample wjis jilwiiys exerted for good to those by whom he
was surrounded.
THE RAIL^A^AY MASTER MECHANIC.
April,
Mr. R. S. Logan, for several years the private stenog-
rapher of General Manager Hajs of the Wabash road,
has been promoted to the position of private secretary to
Mr. Hays— in place of J. J. Henry, resigned.
Mr. G. B. Hazlehurst, who for some time has borne the
title of acting general superintendent of motive power of
the Baltimore & Ohio Railway, has now been given the full
title of general superintendent of motive power.
Mr. Louis C. Todd has been appointed master mechanic
of the Passumpsic division of the Boston & Maine Railwayi
A. M. Stone.
Mr. J. J. Henry, who for several years was the private
secretary of General Manager Hays of the Wabash road,
has become general manager of the Universal Brake Beam
Company, OTth ofBce in the Phenix building, Chicago-
Mr. Henry made an enviable record for ability and cour-
tesy in the railway service, and these qualities and the
many friends which he there made will place him far on
the road to success in his new business.
Mr. Samuel Pullman, who has for many years served
with ability as foreman of the car department of the Chi-
cago, Rock Island & Pacific Railway at Chicago, has re-
signed that position on account of long continued ill health.
yur. Pullman wiU devote himself for an indefinite time to
the pursuit of health, and his hosts of friends will warmly
wish him good luck. Mr. Leonard, fonnerly at the Daven
port shops, ^vill assume Mr. Pullman's duties.
Mr. George H. Eilis, who for a number of years has been
the chemist of the Chicago, Burlington & Quincy Railroad,
at Aurora, has resigned that position, and the chemical
laboratory of that road has been closed up. This labora-
tory, by the way, has not been abolished, as has been re-
ported in some quarters, but has been closed temporarily
through the operation of the stringent policy of retrench-
ment now being followed upon that road. Mr. Ellis has
entered private business in connection with Mr. Walter
Lee Brown, who was formerlv chemist on the Chicago,
Burlington & Quincy. The two gentlemen have opened a
laboratory at Evanston, ni.
SUPPLY TRADE NOTES.
—The Shaw Electric Crane Company has obtained a site
for shops at Muskegon, Mich. Building is to be begun at
once and the new works are to be completed by September
lUth.
—The Chicago & Northwestern Railway has decided to
introduce the Pintsch gas lighting system on its cars. It
has built a gas house and fitted it with a gas manufactur-
ing plant and is already making its own gas.
—The entire system of belt line trains run by the Dela-
ware &. Hudson Canal Company, between Albany and
Ti-oy, has been equipped with the automatic temperature
regulating devices of the Consolidated Car Heating Com-
pany. The operation of these devices has been satisfactory
to the public, as well as to the railroad. The temperature
of each car is held steadily at 70 degrees— or so close to
that point that the passengers do not notice any variation.
This is accomplished in connection with sufficient opening
of the ventilators to secure an adequate supply of fresh
air. A reliable automatic temperature regulator is an
essential part of an entirely satisfactory system of steam
and car heating, and the Consolidated Company is to be
congratulated on having perfected such a device.
—The March calendar card of the Universal Radial Drill
Co., of Cincinnati, bears illustrations of that company's
elevating universal table.
—We are informed that Judge Colt has granted a tem-
porary injunction against the Coburn Ti-oUey Door Co., of
Worcester, Mass., in a suit for infringement. The Q. & C.
Company, successors to the Dunham Manufacturing Co.,
arc plaintiffs.
—Among recent sales of scales made by Riehle Bros, are
the following: ITiree 15 ton Robie jacks, Justin McCarthy,
Washington, D. C, for Port Royal dry docks ; one 5,000 lbs.
transverse tester, with elastic indicator, Dickson Manu-
facturing Co., Scranton, Pa. ; one 60 ton 35 ft. platform,
Riehle adjusting railroad track scale, Robert Mc-
Coy (stone quarry) Bridgeport, Pa.; one 50,000 lbs. testing
machine, Paige, Carey & Co. (contractors), Wheeling, W.
Va. ; one 50,000 lbs. spring testing machine, B. & O. R. R.,
Baltimore, Md. ; one 1,000 lbs. cement tester, city engineer
Salt Lake City, Utah; one 60 ton railroad track scale, 36
ft. platform, one Riehle suspension charging scale, two 3
ton pig metal scales, Napier Iron Co., Napier, Tenn. ; one 10
ton patent Robie screw jack, R. & A. Heckscher & Co..
Swedeland, Pa. ; two 10 ton patent Robie screw jacks, Lo-
high Valley R. R., South Easton, Pa.; one vibratory wire
testing mjichine, Thomson-Houston Electric Co., Lynn,
Mass.; two 10 ton Robie screw jacks, two 30 ton screw
jacks, Theo. Oliver, Easton, Pa. ; two 30 ton Robie patent
screw jacks, Qjintard Iron Works, N. Y. ; one 10 ton Robie
jack, United States navy yard, New York ; one 5 ton wagon
scale, one 3 ton wheelbarrow scale, Colorado Coal & Iron
Co., Pueblo, Col.; one extra heavy furnace charging scale,
one heavy pig metal scale, one 6 ton wagon scale, Lone
Star Iron Co., Jefferson, Tex.: two 10 ton Robie jacks.
Davies & Thomas, Catasauqua, Pa. ; one suspension charg-
ing scale, American Scotch Iron Co., SjTacuse, N. Y. ; one
S ft. bed marble molding and countersinking machine, Ellin
Kitson&Co., New York; two 15 ton Robie jacks, Inter-
national & Great Northern R. R. Co., Palestine, Tex* : one
50.000 lbs. testing machine, agricultural college, Ft. Collins,
Colo.; two 30 ton Robie screw jacks, American Steel
Barge Co., West Superior, Wis. ; one furnace charging
scale, Jackson Iron Co., New York; one 5,000 lbs. trans-
verse tester, Minnesota Thresher Manufacturing Co.,
Minnesota; one 300,000 lbs. testing machine, Cornell uni-
versity, Ithaca, N. Y. ; one 60 ton Riehle latest impi-oved
railroad track scale, Virginia Steel & Car Co., Glascow,
Va. ; one 60 ton Riehle improved railroad track scale, R. &
A. Heckscher & Co., Swedeland, Pa.
—Messrs. Walter Lee Brown and Geo. H. Ellis have
formed a partnership under the name of Brown & Ellis,
and have opened a laboratory at Evanston. III., where they
will practice analytical chemistry and assaying. Their
laboratory is fully equipped with a complete outfit of mod-
em apparatus, and they are now ready to undertake any-
thing in the line of anal3rtical chemistry. They will make a
specialty of assaying and of railway work. Both gentle-
men are especially well fittted for these specialties. Mr.
Brown is the author of a book of world wide note on assay-
ing, and was for three years the chief chemist of the Chi-
cago, Burlington & Quincy at Aurora. It will be remem-
bered also that he was a leading spirit in the organization
of the American Association of Railway Chemists. Mi\
Ellis has been for the past five years actively engaged in
laboratory work at the Aurora shops of the C, B. & Q.,
two years as fii'st assistant to Mr. Brown, and for the last
three years as chief of the laboratory. The many railway
friends of these gentlemen >vill wish them good luck in
their new undertaking.
—We have received from Thomas Prosser & Son, 15 Gold
street, New York, the American agents for the celebrated
Krupp steel tii'es, made at the works of Fried. Ki-upp,
Essen, GVermany, a useful and ornamental souvenir in the
shape of a perpetual calendar. The face of the calendar is
of celluloid, upon which appears, besides the calendai- for
the month, a neat and tasteful design in gold bronze bear-
ing the simple inscription "Krupp" in black upon it. Upon
the back of the calendar may be found the addresses of
both the makers and American agents of the Krupp pro-
ducts, and also a common calendar for four years, and
directions for using the perpetual calendar. The calendar
is made to place upon the desk or mantel, and must be seen
to be appreciated.
—The Lunkenheimer Brass Manufacturing Co., Cincin-
nati, O.. announces that it has bought the entire plant and
good will of the Porteous Brass Manufacturing Co., of that
city, and has removed the machinery and tools of the latter
to the new addition to its own works at 11 and 13 East
Eighth street. This purchase largely increases the capacity
of the Lunkenheimer works for producing its specialties in
valves, lubricators, oil cups and grease cups, and also its
general lines of engine builders' and steam fitters' brass
—The Chicago Malleable Iron Co., the Cleveland Malle-
able Iron Co., the Indianapolis Malleable Iron Co., and the
Toledo Malleable Iron Co., have been consolidated. The
new company is known as the National Malleable Castings
Co. The offlcei-s of this company are A. A. Pope, presi-
dent; E. L. Whittemore, vice president; O. K. Brooks,
secretary and treasurer. The change is in one sense nomi-
nal, for the business of the various companies will be con-
ducted on the same lines and practically under the sami-
management as before.
—The Gold Car Heating Co., of New York, have brought
out a new train pipe valve which is a simple combination
of valves, cocks and steam traps, by means of which the
steam supply for each car is controlled absolutely by one
movement from the interior of the car, thereby doing away
with the necessity of handling cocks under the platforms,
simplifying the application of any system of equipment
for steam heat from the locomotive, and materiallj- reduc-
ing the cost of same.
— Business is brisk in the ci-ane shop of the Yale & Towne
Manufacturing Co., at Stamford, Conn. Among recent
shipments may be mentioned the following: One five ton
locomotive crane to the National Tube Works Co., McKees-
port. Pa. ; one five ton jib foundry crane to the Coi ning Ii-on
Works, Corning, N. Y. ; one five ton hand traveler to Guild
St, Garrison, Brooklyn, N. Y. ; one two ton locomotive crane
to the Illinois Central Railroad.
—The New York Belting & Packing Co., limited, has
been organized with a total capital of about $3,000,000, t^i
acquire and control the immense rubber manufacturing in-
terests founded in 1856 by John H. Cheever andrdeveloped
since that time under his management. He will continue
in charge of the business of the company. This seems to
be one of the instances in which English capital has been
wisely invested. The new concern is now one of the larg-
est and strongest manufacturing companies in the United
States.
—The Harvey Steel Car Co. has its engine in opei-ation
and a number of machine tools in place. These are nearly
all from the shops of builders of high reputation. The
company will certainly be at work on some of its contracts
for steel cars by May 1st.
— The Buda Foundry & Manufacturing^Co. is now placing
the machine tools, etc., in its new shops at Harvey, El.
These shops are very extensive and will enable the company
to increase its output so as to fill all orders without delay.
This concern has been very successful in the past, and with
the additional advantages which the new location gives it
should have a still more prosperous future.
THE OFFICIAL RAILWAY LIST.
Changes for the Month of March, 1891-
Alab.vma Midland.- H. B. Plant elected president, vice
Judge Chisholm, deceased.
Atchisos. Topeka & S.AXTA Fe.— G. J. Hai'tmau appoint-
ed to succeed W. A. Drake as superintendent of western
division at Pueblo, Col.
Atlanta & Florida.— E. L. Tyler elected president, vice
R. Maddox, resigned.
Epper:
appointed super-
Central of Georgia.-
intendent of South Cai'olina division.
Charleston, Cincinnati & Chicago,
lain, of Charleston, appointed receiver,
general manager, vice J. F. Jones ; S.
supei-in ten dent, with headquarters at Blacksburg, S. C.
Chicago & Erie.— Headquarters of Frank E. Merrill,
division superintendent, removed to Huntington, Ind.
Chicago, Rock Island & Pacific— Samuel PuUman,
master car builder of Illinois division, resigned, and suc-
ceeded by Ml-. Leonard, heretofore located at Davenport,
Iowa, shops.
Chicago, St. Louis & Pittsbdrgh.— O. F. Deal, enmneer
of maintenance of way of Richmond division, deceased.
Cincinnati, Wabash & Michigan. — General Manager
Norman Beckley, resigned, continuing in the service of the
company as treasurer; succeeded oy M. N. Ramsey,
formerly auditor of the Dayton, Ft. Wayne & Chicago R.
Hill, gene
. resigned, and duties of the c
General Freight Agent White.
CoLiMBUs, Shawnee & Hocking.— President D. S. Gray,
resigned, and P. W. Huntington, of Columbus, elected to
succeed him.
East Tennessee, Virginia & Georgia.- W. J. Murphy
appointed superintendent Brunswick division, vrith office
at Macon, Ga. ; W. R. Beauprie to be superintendent At-
lanta division with office at Atlanta; E. H. Barnes, re-
signed as superintendent Georgia diWsion.
Florida Central & Peninsular.~B. M. Burroughs ap-
pointed general roadmaster. B. Burwell appointed chief
engineer. Headquarters of both at Jacksonville, Fla.
Fremont, Elkhors & Missouri Valley.— E. C. Harris
transferred from superLntendency of eastern division to
same position on Black Hills division to succeed T. B.
Seeley. C H. Reynolds appointed to succeed Harris as
superintendent of 'eastern division.
Hot Springs.— President Joseph Reynolds deceased.
Kentucky Union.— Hamilton Fish Kean, of New York,
appointed permanent receiver.
Lake Shore & Michigan Southern.— Headquarters of
superintendent of Kalamazoo division transferred to Grand
Rapids, Mich.
Lehigh & Hudson River.— P. W. Barrett appointed su-
perintendent of track, bridges and buildings, with office at
ck, N. Y.
Lm-isviT.LE & Nashville.— Office of chairman of the
hoard creatfd and Mi\ August Belmont elected to occupy
th. |„,.in ,, r<,,itrolof theNew York office. Milton H.
S:i . ;■' -.i<lent, elected president, with offices at
I. i^ .1 X. Neely, master of trains on Mobile &
M _ ; : -i'-ii, resided, and F. W. Gault, appointed
h' -ii .^ .i tiMi, .1, L. Fan-iss, supervisor of northern di-
vision of Mobile & Montgomery division, resigned, and J.
P. Amos appointed to succeed him, with headquarters at
Greenville, Ala. B. C. Epperson resigned superintendency
of Louisville, Cincinnati & Lexington division.
Louisville Southern.— M. S. Sullivan appointed master
mechanic, with headquarters at HaiTodsburg, Ky.
Mexican Central.— President Levi C. Wade, deceased.
Mexican National.— Thos. Milan appointed superin-
tendent motive power and machinery with headquarters at
San Luis Potosi, Mexico; J. L. Williams appointed super-
intendent San Luis division, ^-ice Milan, pi-omoted.
Minneapolis, St. Paul & Ste. Sault M.*.rie.— J. M.
Sawyer appointed general freight agent.
Milwaukee, Lake Shore & Western.— John Hickey,
master mechanic, resigned.
Nashville, Chattanooga & St. Louis.— -J. A. Richard-
son appointed engineer In charge of Tennessee & Coosa
tion work between Billings, Mont., iiml li i tIi
headquarters at Helena, to succeed K. 1 i ! ■ i;---
ferred; E. H. McHenry appointed priiii i| ,, i,ui
neer in charge between Hope, Idaho, an. I I'h n. i-., \ h .•
H. S. Huson, resigned, with headquarters at Tacunia.
New York & New England.— W. A. Haskell, first vice
president, deceased. General Manager Charles Howard
elected second vice president.
THE RAIL^VAY MASTKR MECHANIC.
■WALTER D. CROSMAN, Man?ger Editoriil Department
EDWIN N. LEWIS Manager Business Department.
prCLlSHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
.nd miiohinery. Comiuiinic«tion» on nny u.pics suitable to these
Prfnr to January 1. 1X86. this ioumal was known as The Rail-
way Purcliaslnl! Ai;ent. It will still in itsnewand "Ider field be
,id»pted to the especial wauls of all who purchase or Influence
the purchase of railway supplies.
Snhsortption price. In«i a year. AdyertlslnB rates and details
coucemiuB circulation Elyen ou application to the ofBce by mall
ir in person. Address
THE RAILWAY MASTEU MECHANIC.
The itookery. CliicuKu, 111
New York Office: 4.t Droudwuy. Room 148.
Die Offlcial Railway List is fmbti»7ied by IMs company.
VOL.
CHICAGO, MAY, 1S9I. [NO. 5.
President Depew, of the New York C'enlral road,
is reported to have said before a coroner's jury lately
that he regai-ded heating cars with live steam to be
e-xeeedingly dangei ous. because if the steam pipes in
the car should be ruptured the passengei-s wou'.d be
scalded to death. Probably Mr. Depew never said
anything of the kind, for he is not a man who draws
upon his imagination for his facts. The absolute
falsity of the notion that steam fi'om the heating pipes
in a car would injure passengers if the pipes gave
way has been proved by acutal tests. The last rejiOrt
hut one of the Massachusetts railroad commissioners
settles the question conclusively.
At the same meeting of the mechanical officials of
the Vanderbilt lines at which the coupler resolutions
referred to elsewhere were passed, important action
was also taken with reference to aii- brakes and steam
couplers. The application of the Westinghouse air
brake on all through refrigerator and through stock
cai-s in service on the Vanderbilt lines was strongly
ui-gcdbya resolution; and the Sewall rubber hose
and connections for steam heating were also recom-
mended for adoption. Regarding this latter detail of
equipment it was also resolved to follow a standard
dimension and standard method of application on all
the Vanderbilt roads. All of these steps are in the
right direction and indicate, as does the action on the
car couplers, the prevailing tendency toward stand-
ardizing of the details of car equipment.
A CORRESPONDENT, in another column, calls atten-
tion to a radical defect in the Laird crosshead, and by
a well sustained piece of reasoning and careful mathe-
matical calculation shows that this form of crosshead
is a cause of broken pistons on high speed engines.
The Laird crosshead is top-heavy and unbalanced, and
the inertia of this unbalanced portion causes a bend-
ing action in the piston i-od, next to the hub, which is
sufficiently intense in passenger engines to eventually
cause a fracture. The time required to render the
rod imsafe is comparatively short, being less than one
year for an engine making a proper mileage: and the
maintenance of piston rods thus becomes so expensive
with Laird crossheads on passenger engines that
it would doubtless pay to replace this form of
crosshead with one properly balanced. The letter
refers to the report of the master mechanics" commit-
tee on crossheads. which was read at the convention
in 188.S, in which the Laird crosshead was recom-
mended. As this report was accepted by the associa-
tion and has the stamp of its approval it would seem,
in the light of the results of our correspondent's in-
vestigations,'that the subject deserves reconsideration
as a special topic at the next convention.
In designing engines, cars, buildings, or other rail
way structures,it is important that there shall be close
connection between the various designing officers and
the supply department. ^The designer, in getting up
plans for new structures of any kind is sometimes lia-
ble, in his search after designs and dimensions to give
what he considers the most efficient construction, to
foigut wba
number of things that enter into railway construc-
tions, care should be taken that the sizes called for are
what may be termed "commercial" sizes, which are
generally carried in stock by the leading sujjply
houses. Unless this is done, there may be consider-
able delay to work by waiting for the special goods to
be made at the factory, or, by reason of such delays in
ordering, an extra large stock may have to be carried
by the storekeeper. Both conditions are expensive to
the railway company. We have known quite large
amounts of work to be seriously delayed because the
specifications called for some comparatively small ar-
ticle which had to be specially made for the purpose
when another size which was more commonly held in
stock by dealers would have answered as well. While
it may at first sight be claimed that this difficulty
should not arise, the fact still remains that it quite
commonly exists, to the detriment of the service. By
reducing the number of sizes and grades of material
to a minimum, and restricting them more closely to
kinds that are generally carried in stock.by dealers,
it is possible to make a considerable improvement in
costs of operation.
Members of the U. C. B. or M. M. Associations
ho expect to attend the meetings at Cape May (June
9 and 16) may save themselves annoyance by writing
at once to secure rooms. Address "F. T. Walton, pro-
i-ietor Stockton Hotel. 104 South Twenty-first street,
hiladelphia, Pa." The committee of arrangements
doing all in its power to secure accommodations for
le members, but it will be greatly aided if those
ho have planned to attend will themselves write to
have their rooms reserved. The busiest man can
ely tind time to write a note to the address given
above.
In this connection we may say that there is every
idence that the old time trouble about rooms at the
conventions is to be experienced this year, and in an
tensified form. We have seen letters from the pro-
prietor of the hotel at which the conventions have
arranged to hold their meetings, which indicate that
expectations as to a good room and as to obtaining the
same at the rates agreed upon— viz. , $3 per day — are
very apt to be disapijointed. Members of the associa-
tions have been informed by the proprietor of the
hotel that they must either sleep two in a room or pay
Siiper day: and others have received similar informa-
tion, coupled with the statement that they must pay
from June 6 — three days before the convention opens
—or trust to luck to have their room reservations
protected. There is. to express it mildly, a slight
stir over these little irregularities. And the result
may possibly be that the location of the conventions
will be changed. Such a change is advocated by
many leading members of both associations and the
matter will come up before the meeting of the e.\ecu-
tive committee of the M. C. B. Association at New
York on May ". A .special meeting of the executive
committee of the Master ilechanics' Association has
been asked for, in consequence of these developments,
to be held at New York on the same date to consider
this trouble. Saratoga appears to be the favorite
place for the conventions, provided the Stockton hotel
man is not brought down to the terms of his original
propositions. We may say here that the proprietor
of Congress Hall, at Cape May, Mr. J. F. Cake, states
that if from 2.5 to .jO patrons are assured he will ojien
his house, which would relieve the pressure upon the
Stockton.
That some railroad man in New fZngland ordered
cast iron coupler knuckles to be made and ptit into
service seems to be certain. The story is that some
subordinate offlcial supposed that all the M. C. B.
knuckles were made of cast iron and did not know-
that he was doing anything out of the way when he
had a few cast at a common foimdry and used them to
replace other broken knuckles on foreign cars. This
may be the correct explanation but it leaves a bad im-
pression. If, after all the discussions at railroad clubs
and conventions, and after all that has been said, illus-
trated and explained in the railway papers during the
hi.^t thiec years, Ihuro aiv still i-ailroad officials in
New England so high in jiosition that they have. au.
thority to order patterns made and knuckles cast and
who are so stuijidly ignorant as to suppose that cast
iron knuckles will answer the purpose, then the entire
management of one or more roads in that part of the
counti-y needs overhauling. The fact that a cast ii'on
knuckle has been jilaccd in service shows conclusively
that eithi'i ;...ii,,. X, , Jlh-i.iii: - .^-Miliiiate must have
hadan aiiili.H ', , «. .>hich he would
not have liuO .. :i i , , > ,, . ,i road, or that
somecompaiaii. . j_i Li-l, ,,!:,ia: ), iiu-ompet(jnt for
his position.
In thi
the
•eports
wliic-h cniimrl .Ml-. I', 1 1, \(l;iii;. \, ,; ji rastironknuck
Ics aiv ih.t siiMain. .1 h, .n , . ... and are without
fliuIHlaliiiii, Siirli an a. . i-a' ..; ,i„.illist him is UOt
only f;U.■^L■ but uLsu luijii.-i ami ci ik-I. lu every conven-
tion for years Jlr. Adams has used all his strong in-
fluence to secure a greater degree of attention to ap-
pliances and methods of construction which would
lessen the risks of accident to train men— and on his
own road he has enforced and carried out his ideas.
The readers of The Railway Master Mechanic
should emphatically deny that he is directly or indi-
rectly responsible for the existence of cast iron
knuckles. That he made patterns and had steel
knuckles made by others than the coupler manu-
facturers he announced publicly some time ago. But
other roads of equal prominence with the Boston &
Albany have done the same thing. Whether they
have a legal right to do this is a question which is be-
ing much discussed. Whether it is wise to obtain
parts, of couplers from others than the regular and re-
sponsible manufacturers is still another question upon
which opinions may differ. But all sensible men will
agree that to order an M.C.B. knuckle from a reputable
and successful steel manufacturing concern involves
no moral wrong nor does it indicate any indifference
to the safety of trainmen. Let the car coupler ques-
tion be fought out fairly — with no foul hits.
The events of the past month in the car coupler field
have taken on something like the aspect of a comedy.
It was over a month ago that quiet pointers passed
around to the effect that the Vanderbilt lines were to
hold a meeting to discuss and pass upon the coupler
question: that experience with the M. C. B. type on
those lines had shown a terrible bill of costs for that
type, and that the result of the meeting would be the
discontinuance of the use of that type on the Vander-
bilt lines. As all these pointers possessed rather au-
thoritative backing and were accompanied by minor
rumors to the effect that at least one of the Vanderbilt
lines had already ordered off an alleged extensive
equipment of M. C. B. couplers, and that the offlcials
of another of the Vanderbilt lines were publicly ex-
pressing their dismay at the cost of maintenance of
the standard type, and that a third Vanderbilt line
had a most stujiendous pile of broken knuckles and
bai's at one of its terminals, and that the necessary
signatures had been obtained to a petition to the M.
C. B. as.sociation to reconsider its action in adopting
the type— as all these^rumoi-s came inin a bunch, as it
were, there was actually, for a time, a feeling that per-
haps there was something really serious in the wind.
The Railway Master Mechanic had early in-
formation, however, that the result of the meeting
would be quite the opposite of what was expected by
the busy tale mongers. ^Vnd the resolutions given
in full elsewhei-e in this issue fully substantiate our
information. The link-and-pin contingent which
banked so heavily upon its expectations as to the re-
sults of the Vanderbilt meeting, and which fondly
expected to march triumphantly upon the Cape May
conventions with fresh and irresistible ammunition,
was at New York routed, foot, horse and dragoons.
There was absolutely no comlort for it there. Not
only was the .M. C. B. type indorsed /or continued and
even exclusive use on the Vanderbilt lines, but the
for such indorsement were given in cold
THE RAILWAY MASTER MECHANIC.
May, 1891
figTires. showing that it was costing more to maintain
links and pins than the M. C. B. knuckles.
The resolutions, given in full, elsewhere are, in
substance—
That the M. C. B. type is recommended as the
standard for the Vanderbilt lines, and that it be ap-
plied thereon as quickly as practicable.
That the cost of maintenance of links and pins on
these roads is more than equal to the present cost of
maintenance of M. C. B. knuckles (this not taking ac-
count of heavy damages from break-in-tvvos of link
coupled trains!.
That in actual service over 75 per cent, of knuckle
breakages are directly due to the use of links and pins
and of link and pin couplers 1.50 to 75 per cent, of
which breakages would disappear with the discontinu-
ance of link and pin couplers i.
That the VanderblU lines confine themselves to
three styles of couplers— the Gould, the Standard and
the Janney.
That a standard uncoupling device be adopted.
That the use, in repairs, of parts not made by the
coupler companies be disapproved.
That the executive committee of the M. C. B. As-
sociation be requested to recommend the general
adoption of these resolutions by that association.
That the adoption of the M. C. B. type by the rail-
roads is of the greatest importance; and that any ac-
tion tending to nullity this stand would be regretted,
as '^equivalent to turning back the wheels of progress
at least ten years."
That this line of action is "not only in accordance
with the demand of ixipular opinion and the laws
passed by the several legislatures, but largely to the
interest of the railroad companies."
Here is "the sense of the meeting" taken in a calm,
premeditated way, after careful consideration
of both casual and speciflc notes of observation by the
members thereof, and in the light of carefully record
ed figures as to what is. after all, the proper basis o
action in such matters, viz.: the money cost.
We must be pardoned for saying that all this has i
certain appearance of comedy. We are of those who
have steadily advocated the M. C. B. type of coupler.
We therefore naturally see the amusing side of an
event which is anything but comical to the link-and-
pin contingent. It is really too tunny, however, when
we consider what was so confidently expected from
the Vanderbilt meeting in the way of a death blow to
the M. C. B. type.
As a matter ol fact the M. C. B. type now receives the
strongest forward impetus of its history. After about
three years' experience as a "standard" it receives
the unqualified indorsement of one of our very strong-
est systems of railroads. This indorsement comes,
too. not as a matter of sentiment, neither as a support
of a standard as a matter of expediency, but as a busi-
ness man's conclusion upon a business man's data cov-
ering actual costs of operation.
The tables of figures which supported the conclu-
sions arrived at we are not at present at liberty to
quote for obvious reasons. A number of different
couplers have given the service upon which these
figures were based, and to quote them in detail
would possibly do injustice to the capital invested
in the various couplers. Moreover, the tables as ap-
pended to the resolutions are skeletonized and cannot
be quoted from (without access to the data from which
they were prepared) in a manner that would provide
a basis tor satisfactory analysis, or for even more than
the most general deductions. Suffice it to say that
there are shown some most surprising comparisons
between the costs of maintaining links and pins, and
knuckles, greatly to the disadvantage of the former.
The records of knuckle breakages also show that 75
per cent, of such breakages are due to the use ot
links and pins in coupling, and to the coming in con-
tact of knuckles and the old fashioned draw-heads.
With the transition period pa.ssed. and entrance upon
the universal use ot the vertical hook type, all these
breakages would disappeai-. placing that type on a
much better tooting as to costs ot maintenance than
at present.
It will be noticed that these resolutions are to be
placed before the M. C. B. Association for indorse
given to everything except the restriction of use to
three styles of couplers. This point will not find
favor, although its spirit will be welcomed. Couplers
of the >I. C. B. type are multiplying rapidly, and it is
already apparent that, unless some restrictions are
established, the old troubles caused by having to
carry lai-ge numbers of couplers in stock for repairs
will be in a measure duplicated. For this reason re-
strictive measures in general will be approved. But
the association is not now prepared to select any
three styles of couplers for exclusive use. Aside from
this feature, the resolutions will undoubtedly find
favor before the association.
ment. We shall expect this indorsement will be outweigh any possible advantages.
BOILER CONSTRICTION'.
The paper on "Improvements in Locomotive Boiler
Construction,'' read by Mr. John Hickey at the
March meeting ot the Western Railway Club,
deserves considerably more than a passing notice and
will well repay careful perusal. The most useful class
of papers, of which that under notice is a good exam-
ple, that are read at the conventions and the various
club meetings are those dealing, not with the intro-
duction ot new devices, but with the improvements ot
existing methods of designing and constructing rail-
way machinery.
As we stated last month, the returns published by
the Hartford Steam Boiler Insurance Company
showed that no less than 25 locomotive boilers ex-
ploded during 18H0, being about 10 per cent, of the
total number ot boilers of all descriptions that suf-
fered destruction during that period. When we re-
flect on the magnitude of this percentage in compar-
ison with that of previous years, it is tolerably e
dent that the science of boiler construction has not
kept pace throughout the country with the increase
ot boiler pressure that has taken place of late, for it is
unreasonable to suppose that carelessness in handling
has become epidemic. It Is on this account that we
consider Mr. Hickey's paper of unusual importance at
the present time.
With regard to material it is hardly necessary to
say that steel is now used to the practical exclusion
ot iron all through a boiler with the exception ot the
stays and braces, for which iron still seems the more
suitable metal. It is a mistake, however, to imagine
that the old fault so often met with in iron plates,
viz.. lamination, has passed out of existence with the
advent of steel. In a recent inspection of a lot of
plates about one in 30 showed signs of lamination and
was accordingly rejected.
What Mr. Hickey has to say about the tensile
strength ot boiler steel is timely, although we have
noticed a decided disposition lately to specify a lower
figure than was at one time considered good practice.
It is perhaps only natural and what we might ex-
pect in these days of sharp competition, to find faulty
workmanship on a certain proportion ot boilers built.
It is of course rare to find instances of criminal care-
lessness, but we must remember that when a man who
is putting in, say, stays at so much a piece, finds an un-
foreseen difficulty in the way ot completing his labor
in a length ot time that will yield him living wages,
the temptation to slight his job here and there is
strong and hard to resist. Close and constant inspec-
tion on the part ot those in authority is necessary to
insure a high standard of workmanship.
We have repeatedly called attention to the excel-
lence ot the design generally known as the "extended
wagon top" boiler, in which the objectionable flat
sides on the fire-box shell and connection course, so
long a distinguishing feature of the American loco-
motive, are avoided, and we note its rapid adoption
with satisfaction.
Mr. Hickey's remarks on tines are sound. Forty
years ago Mr. D. K. Clark spoke of the "vain and
hurtful" practice of crowding as many flues into a
boiler as could possibly be got in. But we have kept
right on in our "vanity," under the pleasing illusion
that we were adding to the efficiency ot the boiler by
increasing the heating surface. Nothing could be
more erroneous, for although the nominal surface may
be very large, the disadvantages attendant on placing
flues too close to one another and to the boiler itself,
opinion
tubes should nevei- 'oe placed at less than } in. spaces,
nor nearer the boiler than 2i in. in the clear. As to
the size of flues, the practice of making the diameter
vary with the length seems to meet the requirements
with considerable success. For instance, one firm of
builders makes its flues IJ in. in diameter up to 10 ft.
long, 2 in. diameter from 10 to 13 ft. and 2} in. for all
greater lengths. These proportions have been in use
for several years now, and a departure from them is
made only when specially requested.
We agree with all Mr. Hickey says about the sizes
of domes. Nobody who has ever taken the trouble
to figure its capacity, will claim that a dome increases
the steam room in a boiler to any material extent.
Its function is to provide a space in which the throttle
valve can be placed at a sufficient elevation from the
water line to insure tolerably dry steam. Its utility
in this connection is generally admitted, but there is
no useful end to be gained by making it any higher
than is absolutely necessary.
The relative merits ot deep and shallow fire-boxes
we shall have more to say about in an early issue.
Mr. Hickey's paper, which we give in full else-
where, is not only valuable, but timely, and the boiler
design which he submits with it is one which in al-
most all its features may be safely followed.
In a following page a correspondent gives his views
in regard to "Lubrication." His ideas will be read,
no doubt, with much interest by many of our readers,
for nothing is so near the heart of a master mechanic
as the desire to abolish "hot boxes" from his road.
It our bearings received the right kinds of oil, in the
proper quantity and just when needed, all would run
cool and pleasantly: but they do not, and the question
how to ensure the accomplishment of these three de-
sirable ends is yet a problem unsolved. As to the
proper lubi'icant there is, as sho^vn by our correspond-
ent, a gi-eat diversity of opinion. Soaps and alkaline
compounds, while doubtless used to some extent, are
rapidly giving place to mineral oils and compounds
of the same with animal and fish oils. For high
speeds accompanied by high pressures and tempera-
tures, an oil of high viscosity is needed — one which
has body and will not thin and squeeze out under the
conditions of service. For low speeds and pressures a
thin oil will be found best. But in considering the
best lubricant, the tact that all depends upon the con-
dition of the surfaces to be separated by the oil— the
journal and the bearing— is often forgotten or lost
sight of. The best oil is useless with a cut journal or
defective bearing. Perfect lubrication consists in in-
terposing a film of oil between the journal and bear-
ing, and this can be successfully accomplished only
by having them true to each other and the lubricant
of sufficient body not to squeeze out and in such quan-
tity as to always be present. Heating will not take
place while the surfaces are kept apart by the oil
film. When journal and bearing are as they should
be— smooth and parallel — the problem of best lubri-
cant is halt solved. In the majority of cases it will be
found that common black oil or a compound ot black
oil and good tallow, free from fatty acid, will be the
most satisfactory lubricant.
— On the line ot the Northern Pacific Railway there
are two hospitals for the benefit ot the em-
ployes of the company, one located at Brainerd,
Minn., and the other at Missoula, Mont. The ex-
penses ot the hospitals are in the main provided for
by a small monthly assessment from each employe.
As illustrating the work done by these hospitals we
quote from the report for the month of November
last: The cash receipts from the small monthly assess
ments of employes, and from other sources, tor the
month amoimted to *8,597 -74, the disbursements being
$7,420-21. There were 316 surgical cases, and ft78
cases ot sickness treated at the two hospitals tor the
month, or a total ot 1,294 cases. The expenditures for
five months of the current fiscal year are reported as
divided as follows: At B#ainerd hospital $8,493-50,
Missoula $7,406-67; for medical and surgical services
along the line, .$12,101-20; burial, $1,821-65; general
expenses, -$1,451-90: total, $33,078-17.
THE RAILAVAY MASTER MECHANIC.
THE M C B COUPLER INBOESED BY THE VANDEE-
BIIT LINES FULL TEXT OF THE RESOLUTIONS
PASSED AT THE NEW YORK MEETING.
\Vl- art- enabled to give herewith the full text of the
mufh-talked-of resolutions passed by the representa-
tives of the mechanical departments of the Vanderbilt
roads at the New York meeting, held April 3. It
will be seen that they unequivocally indorse the M.
('. B. type of coupler, and recommend its use on the
roads represented, restricting the number of patterns
of this type to three— the Gould, the Standard, and
the Janney. The Sewall hose coupling for steam
heating was also indorsed for adoption, and the appli-
cation of the Westinghouse aii'-brake on all refriger-
ator and through stock cars was also recommended.
The resolutions are as follows:
[n the matter of
FREIliHT CAl! fOrPLERS
Resolved, That we, the representatives of the fol-
lowing roads, the New York Central & Hudson River,
the Lake Shore & Michigan Southern, the Michigan
Central, the Cleveland, Cincinnati, Chicago & St.
Louis, the Boston & Albany, and the Chesapeake &
(Jhio, recommend that the M. C. B. type of coupler
be the standard for use on our respective roads.
Resolved, That in our opinion the attached state-
ments showing results of actual service of the M. C.
B. couplers, and link and pin couplers, show that the
cost of maintenance of the links and pins on our roads
is more than equal to the present cost of maintenance
of the knuckles in the M. C. B. type.
This does not take into account the heavy damage
caused by the breaking in two of trains coupled with
the link and pin eouplei-.
Resolved, That the attached statements show that
in actual service over 75 per cent, of the breakages
in knuckles are dii'ectly due to the continued use of
the link and pin and of link and pin couplers: and in
our opinion the breakages in knuckles would be re-
duced from 50 to 75 per cent, by the discontinuance
of link and pin couplers.
Resolved. That in view of this fact we recommend
that the M. C. B. type of coupler be applied to the
entire freight equipment of the roads we represent,
at as early a date as practicable.
Resolved, That we recommend confining oui- roads
to the use of three styles of M. C. B. couplers, the
Gould, the Standard or improved Dowling, and the
Janney.
Resolved, That we recommend the adoption of a
standard uncoupling device suitable for the above
three couplers.
Resolved, That we disapprove of the use, in repair-
ing the M.'.C.B. type of couplers, of parts not made
by. or with the approval of, the coupler companies. D
Resolved, That we forward a copy of these resolu-
tions to the executive committee of the M. C. B. Asso-
ciation, requesting them to bring the matter before
the next convention, recommending such action as may
bring about the general adoption of the resolutions.
Resolved, That we consider the adoption by the
railroads of the M. C. B. type of coupler as of the
greatest importance. We should regret any action
tending to nullify this stand, and
cONNErri
..N.^
nd the ad
pli
11 couploi
ai
rubber
uUyguv
ends were loss than .I iu. apart w
hibiting a fine, uniforml.v fibrous
These tests conTinccd me that the failure w
the character of the material, for no wrought
made to endure greater resistance th:in Tho
broken piston rods, and the stress ilii.- t., Hiir.i i.nsii.i
npression from the fuU load on tli. i.i-t.m ;iiii..iii,tc
ivould consider it [ only r,t>50 lbs. per sq. in. in the seriiun : , .li;inj.t.i. m
as equivalent to turning back the wheels of progress "''"•' ''"' "'t'matc strength of the material. Bcsidi
at least ten veai-s.
STE.VM fOUPLi
Resolved, That we re<
respective roads of the
hose connections.
Resolved. That drawings be pi-eparcil of a standard
mode, and dimensions, of a[)])li(;ation of this device
which shall be followed by all our roads in equipping
our cars.
Resolved, That we recommend the application of
this coupler and connections to our passenger equip-
ment prior to the fall of 18!il.
In the matter of
Resolved, That the presidents of the roads we rep-
re.sent are hereby respectfully requested to demand
and urge the application of the Westinghouse air
brake on all refrigeratoi' cars and through stock cars
in service on our linos.
COMMUNICATIONS
Broken Pi
I'Cll
the
Rods
To the Editor of The Railwa
Laird Guide.
Master Mechanic :
AntouA, Ii.i.., April 20, 1S91.
As a matter of general interest to your readers and es-
pecially to those master mechanics who have been troubled
with broken piston rods, I desire to call your attention to
some recent experience we have had with piston rods on
our mogul engines, and to the investigation I have made to
ascertain the cause of their failure.
Durihgthe past year we have broken a number of piston
rods on the class H mogul engines, the fracture being at the
shoulder where the end enters the crosshead and the dia-
meter at that part being 2^i in. These rods are made of a
fine gi'ade of steel, our specification requiring a tensile
strength within the limits of 70,000 and 80,000 lbs. and 20
per cent, elongation in 4 in. Two of the broken rods were
tested— one having an ultunate strength of 78,500 lbs.,
elongation 24 per cent, and elastic limit 39,200 lbs. ; the other
an ultimate strength of 73,500, elongation 24'-.r per cent, and
an elastic limit of 33,100 lbs.
One of them was placed under the axle drop test and
bent back and forth S or 10 times, with a center deflection
^ints was ,1111- I.. 1 1,> I .111 1 , .1,1 ,1.1 ,,ii.| in order txt prove
it conclusively I liavc nia.l.' ilie fullowiu;; calculations.
The Laird crosshead is top-heavy and unbalanced. A
large portion of its weight is above the axis of the piston.
And having set up a crosshead on end thus: (See sket<'h.)
I found the amount of this "overhang" or unbalanced yiov-
of to inches from 11km-imi-
Wl
i oulsi.lc the el-nsshead,
ve found the fracture to
he force producing this
.V the formula:
e velocity of the crank pin with ii2 iu. wheels
miles per hour is 34 ft. per second, and the crank
1 ft. We have then W = 100 lbs., v = :J3 ft., r ■
Substituting these values in the formula we have :
100 X 34 X
34
33-2 X 1
_ .i,.,90 lh^.
At the speed named the pisff
persecond, whi, ii m, m. iii.
Ibeloadof 3,590 lbs., acting
on an arm of m i .i,,, ,
aiul removed 10 limes per
second. Tie i.
ter where it offers the
mmmmm le^i-: „ , ,
' ■"■. For a load thus sud-
denly applied .1. i, . : ,.
' lernating tensile and com-
pressive sti-es,. , ■ i
1 safety should be at least 10.
by the formula
10 PI
10
d'
where P = 3,.WU lbs., (=10
uehes, d =3;!,, inches, / —
the working stress
J> = = 17,200 lbs. pr. sq. in.
which shows a factor of safety of less than five, or only
one-half of what it should be ; and a stress of more th:ui
half the elastic resistance of the steel.
As explained, the formula is based on the strength of the
whole section, and the maximum fiber stress must be much
greater than that here obtained. If these rods had been
made of iron they would have bi-oken sooner, for with iron
or steel subject to such stresses, it is only a question of time
."'«' the nnitcrial having the least strength
lonest. Piston rods, being now generally
le freciueut f:iilui-e of them in Laird cross-
ly created a strong prejudice against steel
s. But the cause of the faUure should be
|iro,,e,-ly belongs, namely, to this excessive
break the ;
-e bend
could be
Sinn and
Resolved. That we consider the above action to be
not only in accordance with the demand of popular
opinion and the laws passed by the several state legis-
latures, but largely to the best interests of the rail-
road companies.
In the matter of
the failure was due to these stresses, the rod would have
broken at the point of smallest section in the key way
where the area w;us only 3-34 sq. in., and the stress per sq.
in. 14,000 lbs. or nciirly one fifth the ultimate resistance. It
was observed that the crack in the rod always started at
the top and wc then naturally attributed this to some bend-
ing action, the cause of which was not. at first, quite appar-
bends or three ninmn-. ^. i ; * lieu, Js per vear
which is about the li]]i:' ,; ii nids are exam-
ined at theend of this lin ■ ■ . ,uv]y be found to
be cracked. Mi-. Sm:ni, .f •-, M, m,.,,,, Central, has
placed a Umit of 75,(XH1 miles f„i- the service of piston rods
in Laird crossheads on his engines.
The practical lesson to be learned from aU this, is, fli-st, that
the mileage of piston rods in Laird crossheads on passen-
ger engines should be limited to a serricc were they begin
to show a slight crack on the top side near crosshead ; and
second, not to use the Laird crosshead for new passenger
engines, nor fast freight engines, but to adopt a form of
crosshead, in which an equal weight of material is placed
above and below the piston rod.
It may be said by those who have not used the Laird
crosshead that "we knew all this long ago," and "it ought
to be apparent to any good mechanic," but the fact re-
mains that the Laird guide and crosshead have been quite
generally adopted in recent years, and have been used on
more mogul and I(^wheel engines than any other form.
q'he railroad master mechanics and the locomotive
builders have alike recognized its good features, but no one
hiis heretofore, to my knowledge, pointed out its radical de-
fect, that of being top heavy and unbalanced, maldng it un-
suitable for fast running engines.
The committee of the Master Mechanics Association on
guides and crossheads in their report (see proceedings ISKS
pages 78 and 92) endorsed the Laird guide in the foHowing
manner. "The well known Laird guide has been applied
to the American typcof engine and its good qualities should
THE BAILW^AY MASTER MECHANIC.
Mas , 1
commend it to the attention of master mechanics. On mo
guls, consolidation engines and decapods where clearance
is required for the front crank pin the Laird guide is recom-
mended." As this recommendation of the master me-
chanics' committee has doubtless led many railroads to
adopt this form of crosshead, the attention of this com-
mittee is respectfully caUed to the serious defect in it
Tvhich I have pointed out. Yours truly
WlLLUM FOKSTTH.
Cost of Cast Iron Car Wheels.
To the Editor of The Railway Master Mechanic;
It has often occurred to the writer that in computing the
cost of car wheels in service, an accurate result was difficult,
if not impossible, to obtain under the present system of
purchasing at so much per wheel with a guarantee for
mileage, or time of service. Then when they are removed
and turned into the scrap yard the amount obtained for old
wheels is generally credited to a general fund, and no par-
ticular lot of wheels gets credit of what the old ones bring
as against their special service and cost for such service.
Wheels from all makers, some good, others inferior, are
purchased as a rule under the same guarantee, and the poor
wheels have to be sooner replaced, while they are the more
liable to cause accident.
With the accurate system of car mileage which prevails
on most roads, it is possible to get at the exact cost of haul-
ing freight and passengers ; it is also the rule on perhaps
two-thirds of the mUeage in the United States to get the
exact cost of lubrication— what it costs per 1000 miles to
oil passenger and freight cars. So systematic has this be-
come that in contracting for the oil service, it is not the
price per gallon that enters into consideration. It is at how
smaU a cost per 1000 mUes wiU this oil do the work satis-
factorily ': And the roads have got this down to a point
that they can absolutely tell for a series of years what their
actual cost for lubrication has been, and what it should be.
There is no room now for speculation on this subject.
Why not, then, apply this system to the purchase of
wheels i Buy them on a guarantee cost of their service at
so much for every thousand miles run. The record of three
years back for the best wheels would give a basis on which
to start, and the wheelmaker will understand what is re-
quired of him. U his wheel failed to perform the service
as guaranteed, the manufacturer should make the discrep-
ancy good. Of course, under this system, the best wheel
would soon make its record and be the standard by which
others would be purchased, and such as could not give the
service required would be abandoned. It would have the
effect of knocking out all cheap wheels, and thus prevent
accidents which in the past have been very costly to rail-
My object in suggesting this is to bring out the opin
railroad men and have some light thrown on what is
important subject. Obser
Some Notes on Labrication.
To the Editor of The Hallway Master Mechanic:
The subject of the proper lubrication of all bearing sur-
faces of machinery is a very important one, as it enters
largely into the cost of running the machinery so as to pro-
duce a maximum amount of work at a minimum cost. The
utmost caution should be taken to avoid a loss of time and
expense arising from frequent break-downs caused by im-
proper lubrication.
The object of lubrication is. of course, to overcome as
nearly as possible the friction of bearing surfaces, and in
order to do this properlv the character of the bearings,
work, speed, etc., must be taken into consideration. It is
evident that the same kind of oU should not be used for
lubricating a heavy shafting running at a comparatively
slow speed as that for lubricating a spindle or other small
part of a machine running at a high rate of speed. The
character of the surfaces of the bearings also has much to
do -with the lubricant to be used. Thus, for instance, an
oil which is suitable for a cast-iron journal running in a
wooden box would hardly do for a fine steel journal running
in a metal box ; neither is a fine oil which is suitable forthe
delicate parts of machinery adapted for use on heavy cast^
iron planer beds and tables. It is a mistaken idea that be-
cause a fine oil is expensive it is therefore the best to use
on all parts of machinery. This impression often exists,
however, and leads to considerable unnecessary expense in
the purchase of lubricating oils. The temperature in which
the bearings have to run is also an important fac-
tor; and it is necessary that attention be paid
to this point. Another feature which aifects the
character of most lubricants is their relations
to the air. Some oils dry or gum up very rapidly when ex-
posed to the air, and oftentimes this action is materially in-
creased by the presence of minute particles of metal which
have been scraped off by the friction of the bearings.
It is very apparent that lubricants of different degrees of
hardness must be used. The degrees of hardness of the
various lubricants in use may be classified from that found
in plumbago, down through hard soap, soft soap, tallow,
and oils of different degrees of fineness. By mixing these,
different degrees of hardness may be had, and any degree
of hai-dness may be given to oil or tallow by the use of alka-
lies. Alkalies, however, injure the lubricating qualities of
oils, but glycerine, which is a by-product in the manufac-
ture of soap, may be used to good advantage on fine ma-
chinery. An oil or fat is much less susceptible to a moder-
ate heat if a little alkali is used, but for hot bearings, such
as the pistons of steam engines, etc., the utility of theoU or
fat as a lubricant is destroyed by the use of an alkali. Puri-
fied tallow is probably the best lubricant for all tempera-
txu-es not exceeding that found in ordinary steam engines,
although it is somewhat difBcult to properly apply it. For
heavy bearings in the cold, tallow is objectionable, as it is
easily scraped off (there being insufficient friction to melt
the tallow), and soon leaves the surface of the bearings
bear. A little plumbago mixed with the tallow for such
bearings, will, however, form a fine coating on the surfaces
of the bearings and very materially lessen the friction. The
value of pliunbago in this connection should be more widely
known than is the case at present. It has been found that
plumbago mixed with soft soap is the best lubricant
for bearing surfaces of wood, and wood and iron.
For the working faces of slotting and planing machines,
soft and porous cast iron surfaces, there is probably no bet-
ter lubricating agent than plumbago. Plumbago, if used
as a lubricant, should, however, contain no grit, as this
would render it almost valueless for the purpose. It is not
to be supposed, however, that because plumbago is good
for heavy bearings of coarse material, it is of equal value
for light machinery. Fine machinery running at high
speeds require well polished surfaces, one of which should
be harder than the other, and must be lubricated with a
fine fluid oil.
Some oils are very apt to corrode the bearings, and very
often the wear and tear of the metals or the thickening of
the oil is attributed to some other cause, when really it
should be laid to corrosion. Mineral oils, it not properly
refined, may sometimes contain acid which will corrode
whenever it comes in contact with the metal. Regarding
the action of oils on metals, Mr. I. J. Redwood says that
" mineral lubricating oil has the least action on metals;
none on iron or brass. Tallow oU has most action on iron ;
castor, olive and lard oils have most action on brass.
Rapeseed has most action on copper."
No machine will do fii-st-class work unless properly lubri-
cated, and "properly lubricated," doe^ not mean simply
the use of an abundance of oil, but it means to use sufli-
cient oil of the tight kind.
The value of a lubricant is not to be measured simply by
what it costs, but it must be estimated according to its
utility in service in overcoming journal friction, its wear-
ing qualities, and its freedom from gum and grit.
M.VCUIXIST
Kerosene for Cle
ng Cars.
Dattos, Ohio, April 3, 1.S91.
To the Editor of the Railway Master Mechanic:
I notice in your last number a letter from a painter advo-
cating the use of kerosene in the cleaning of passenger
coaches. Kerosene has been in use for this purpose by
some roads for some time, and judging from the frequency
that the cars of these roads are repainted (once in 15 months) ,
it has not proven a success. I am inclined to believe that
kerosene is too solvent, volatile and penetrating in its
nature to use with safety on varnished surfaces, for it is
destructive and antagonistic to the ingredients making up
a varnish, excepting the volatile non-lasting portion, tur-
pentine.
I would, however, advocate the use of an oil as a prac-
tical car cleaner, and suggest raw linseed oil as the natural
feeder and protector of varnishes. Some objections may
be raised to linseed oil on account of its siccative property
giving it a tendency to accumulative and dry dirty in
the comers ; this could be obviated by adding one-eighth
its volume of fat oil — olive oil, lard oil, or glycerine. A
varnish treated as suggested would be in a conditio n to
^v^thstand the severity of an alkaline cleaning occasion-
aUy. Truly yours, M. W. Stine.s.
Compound Locomotives.
To the Edllor of the Railway Master Mechanic :
With nearly 1000 compound locomotives in use abroad,
and several in this country, the experimental stage may be
considered as passed. Had the same efforts been put forth
to introduce them here as has been made to show their im-
practibility in American service, much good would have
been accomplished.
If the American experimenters had commenced where
others had ceased, much time would have been saved in
leading the way to the inevitable.
The report of the railix)ad commissioners of the state of
Massachusetts for the past year, give the total train miles
4.5,448,305 and the cost of fuel 98 cents per mile, which
would give as a total $4,4&i,939-77.
The number of locomotives is given as 1&43. If two-thirds
of the locomotives and of the service had been compound,
saving 15 per cent., the amount saved would have been
SH4i,493-97.
Dividing this sum by the nxmiber of locomotives supposed
to have been changed to compound, namely 1,095, and the
result is W0aS4, or about the cost of the changes, saved in
The locomotives would do better service after the changes
were made, would be more durable, would throw less dirt,
an d give less of that American delight — noise.
TAoncoxic.
[Communications concluded on page 67.]
The engraving given on page 63 show a very careful-
ly worked out scheme of air brake piping used by Mr.
T. McNaughton, of the Wisconsin Central, on his lo-
comotives. A novel feature is the utilization of the
hand rails lor carrying the piping to the forward end
of the engine. The right hand side rail is used for
the signal pipe and the left hand rail for the train
pipe. This method of handling the piping is very
convenient in service. We believe that Mr. Mc-
Naughton used this idea on some of his engines on the
Northern Pae ific also.
Hotel Bates at the Conventions.
Secretary Sinclair of the Master Mechanics' Asso-
ciation has just issued the following circular concern-
ing the convention hotel trouble referred to in our
editorial columns:
Several persons who intend to be present during the rail-
way master mechanics' convention have written to me pro-
testing against a charge of $6 which they say will be made
at the Stockton hotel for single persons occupying rooms by
themselves. To persons who are interested I wish to say
that the proprietor of the Stockton hotel has distinctly en-
gaged to accommodate the members of the association and
others attending the convention at the uniform rate of 13
per day when no extras are demanded.
This is all very well, but the fact remains as stated
on our first page that $6 per day is the figure now set
by the proprietor of the hotel when one person oc-
cupies a room to himself.
All machines in the large machine shop of the
Union Pacific plant at Cheyenne have been recently
repainted. The colors are green with brown facings: a
narrow line of yellow surrounding the brown gives a
panel appearance. All wheels and gears are painted
red. These colors give the shop a very bright and
attractive appearance and are a great improvement
over the former gray color, which showed dirt very
plainly. These colors will he adopted in all Union
Pacific repair shops.
Patents Expiring in April, 1891.
Car .i;
Car hi
Sleep i
- 1. No. l-«l,299.
ii" I ,111.1 KiUmer, No. 149,718.
1 l,„ini»ou 149,693.
oidiug collisions, Ryder and Biemond,
Apparatus f(
No. 149,794.
Rail joint, J. M. Clfm, No. 149,722.
Cinder fender for cars, D. E. Dutrow, 149,846.
Signal apparatus, T. S. Hall, No. 150,030.
Switch, J. M. Clem, No. 149,990.
Car ventilation or screen, I. A. Sahnon, No. 1.50,193.
The Car Inspectors' Protective Association held a
successful meeting at Columbus, O., on April 21. A
number of papers upon various phases of car inspec-
tion were read and discussed. Several points were
developed which were thought, might, with profit,
be submitted to the members of the Master Car Build-
ers' Association, and accordingly three delegates were
appointed to attend the Cape May convention and
present these points. The delegates are as follows;
S. .T. Tomblin, of the A. T. & S. F.: R. H. Rhodes, of
the Philadelphia & Reading, and Charles F. Parrott,
of the Louisville & Nash ville.
THE RAILWAY MASTER MECHANIC.
elaborate
volved sho
considered are
tests, observation arid I'l." -■ i
used as a basis to poiut out -Iil :
material for locomotive boiler v-i •
tention to the absolute necessity
eonstruotion, and to remind all pe:
boilers of the ends that limit
economy and dur:ihili!v
As the boiler \\ ,th ,i:! ,t> .i. t.n!
reaching pnuti. ,
care and mana;;- I! • :. . ri.i,, <,i u
machinery, bccau^L .Ui|,oiLLi .■!
the former is sure in result less et
astrously than the latter. The :
of good workmanship i
far the most import-
xists greater need of
eming its functions,
Qgine or its connected
the March meeting of the Western Railway
connected k\<) • ■ . i ,■.
for proper em
exercise of ean • , . , ,,, . , _ , ,
A steam bcilm . -/ ! . I r, . ; ,1,^:^1,,,; ;,,rii,, , ,:, ;,
tended, shaped te meet the otirer iieeessnry eenditinus.
constructed of the best material for that purpose known at
the present day, and inteUgently managed, should render
safe, efBcient and reliable service for a period of 20 years,
if used under ordinary conditions of locomotive service.
usually caused bv i
been expelled in hi
of manufacture.
nterposed cinder or slag, which has not
nimering or rolling during the process
frequently
■ough the clc
- pass undetected thi*ough the closest
undiscovered until revealed by the
'ausion, or by sudden variations of
juse texture of the iron plate
I I- from the acids and other im-
. ' I in consequence of which there were
> iiiliiig to a rapid deterioration of the
^'■■..' I I '.I -' ,11 ■. kindred defects in wrought iron boiler
plate caused some distrust in its use, and, coupled with a
demand for high boiler pressure, made it necessary to have
in the process of its manufacture, was necessary. This led to
the consideration and use of steel plate, and in comaringp
the properties of steel and iron for this purpose, it cannot
be disputed that the nature of the process employed in the
production of steel is immensely superior to that employed
in the manufacture of wrought iron, so far at least as ob-
I .11 ,! - .1 uniform and cohesive texture in material is con-
:- ■ ' lies made from a single ingot and well worked
I' ■ ■ ■ iaiuniei', .jrtln)se]irodueed by the other improved
111. ■!,•• ■ •' ■Miiirifael'ire :ire in ca-.tv .M5e fMiii;.! to be sup-
en- . ' •i.'li, .11.1 ii- r I If.,-, welds
an. I ' ■■ I . I . . '. - . I , , ., I, ■; . 1,1, . ■ , . ,,r einder
a nii,. Ii I.- I. ,.1'.,.. |ii, „■,■... 1,1 1; ,;i, .t.ii'i ,.,■ steel also
possesses a hiiiher lensiie slient:lli, anu with a low per-
centage of phusphuruus is a better conductor of heat than
wrought iron, and if low in carbon, possesses greater
elements of cndiirance under frequent changes of tempera-
e n|iiiiioii that a plate haring a tensile
.,0(10 pounds for fire sheets, and 60,000
T that plates possessing a higher tensile
ibon, and r ssarilv tow in dtlelility,
.:.iii.i,> ..I -)..!. i.i: I. .. iiiviallym
I1. r. i I.. I ■ I ■ . ,1,1 i„. ,,f ,f,,. mildest
1111. 1),' .. ' I I . . ■ ,_'. ..f carlwn as to
be ,,f temper when
leal. .. .ii..i - .. I . I..;. .■•: r -ii.v.n that mild steel
sLuu..l i.a'.t .1;; iill.e ijli^.sj.ii.ii ...^ ,ind no sulphur in its
compusition, as lliey reduce tlie heat enduring power of the
The tensile strength of the plate, however, or the tearing
strain of scams, may not be Ihe elements limiting the
strength of a boiler. Its power of resistance is the meas-
ure of its weaki'st poiut. Poor workmanship, insufficient
or improper bracing, may cause a weakness sufficient to en-
danger it, while other parts possess the qualities of highest
strength. T he importance of improved design, therefore,
and the necessity of good workmanship cannot he two
THE RAILWAY MASTER MECHANIC.
The work of heatiDg, flanging and annealing steel boiler
plate prior to being used in construction should only be per-
formed by men who are fully skilled in the work. This
branch of the business demands the highest intelligence
and skill- The writer has seen steel plate of the finest
quality greatly reduced in strength and durability by irreg-
ular heating and oyerheating while being worked, and it
n as pr yed that any later process of annealing was un ible
to 1 ene y the oneinal good quahties of the plate
^ u mu h superior to that done by hand
f the machme upsets the nyet with
he hole peifectly and introdu es
y the f nction of the sui faces which
-nter has demonstrated by tests that
\ jiower to slip a machine iiveted seam
[ 1 that It does a seam r yeted by hand
dlth ugh the ult mate shearing stie f the am is about
equal in both as s It may be as
II s nt yilueof ma h nen\et ng 1 es tbi
se unt u 1 st fine s obta ned a i gu]
sui tlian a tual n s ng f the b eak ng load
d theief le that the
1 a ngs f the b Itl pan t' th s paper
epaltuie fl m d gn f le ent isUuctlon is
U 1 ng s app uded s m^l f the piu pose
t a fe y po nti that without it ould
1
1 own bars it will be noticed a sys
I 1 trodu ed thus n reasmg the w at«r
efhciency of
ngthof the
mlly to the heating
lyantagesof
f the hre box
h the founda
sheet of the lire
ept at the found
the double pui po'^e
and permitt ng to
connection for the
sheet being flanged up ^
ista n ng r ng about x-
purpose f adding to
t un I f b oken si
a sn all hole s dlil ed r
1 I th of 1 n h and as
nt neai the outer sheet ■
the bolt will at once loc
th
The tubes arc situated in yertical rows, to the end of
permitting a good circulation and a free escape of the
heated cuiTents on their way to the steam space, and for
permitting also a freer passage for the impurities of water
to reach the bottom of the Tioiler, \yhere they can be re-
mnycfi It is true that ^yith this manner of locating tubes,
•, l.„^ iiiiiiilniis had than is admissible iu a sheet where
,1 ■ •,,.. !,iii , vi..')-!.'],.'.' ii;i>>i,..vM, that What
indeed, the reverse may be the
The number and relative situation of tubes in a locomotive
boiler should receive, it seems to me, much consideration.
While discussing boiler tubes it may be well to consider the
diameter of tubes best suited to the consumption of bitum-
inous coal. Custom, perhaps, has somewhat established
the almost universal use of tubes two inches in diameter.
It appears to be an unsettled question, however, whether
this diameter has been reached from tests made, and the re-
sults of experience, or whether custom alone has settled
the matter. Something, no doubt, can be said in favor of
the use of tubes of both larger and smaller diameters. It is
claimed for tubes of ri, and 2 inch diameters, that, from
the increased number ulii.lM ,ii, h. ;, >. . .1 in . Mnal areas of
tube plates, the heatiiit' M'''' I'; ' - Hi t :- .nigmented,
becauseof abetter ilisini.iiti-i ■ iii .i . nn-nts. On
the other hand, it is '1. mil' 'i :- ..- ,,,.1 2V^ inch
diameters that they av ii.it :.. ■ "P , ;. .■ ith coal as
2 inch tubes, all.l that thry U i;l . nn.ll,, ■ :,. ,,■ ..' ■ ,Llii I 1. III-
of smaller ill iij-'t'T III the ab-i hi-i- lit ,1 ' i-
reaChed, I ilielilie tii ttjC nl'ininU ttiat lllnlir t a- .■liliilll liill^
of operating locomotives in the western country, tubes of "_ 4
inch diameter would give fully as good results in boiler ef-
ficiency as tubes of smaller areas of opening, and would be
less liable to stop up.
It is true that the heating surface may be increased in
proportion to the number of tubes, but, as heretofore stated,
it is not always true that the heating power of the boiler is
increased thereby.
Mat, 1891
THERAILWAY MASTER MECHANIC.
n»
l.,.,.,,,,
.ising ordinary
to the heated
11 sit j; and tem-
bustioQ takes
■at. With the ;
of tubes will not ;i.l.l t- n,. !■ .
the other condition isob^. \
dency of the smaller till" - - i
soft coal, owing to small. 1 .1 i . . i
currents, the bodv nf tli- ii :
perature isredur.-.i. .n,.;
place in the lir- i. .
consumed g-a^. ^ . i -, ,
useof larger tuln^, ii,i i im • . ■ ■-. - .n-Lrer volumes,
thus retaining fiT . I Imi.l'! ■ -h \ . Liiid proluut^-
the entrance of h.at <•(
distance through the r ,
flame never entL*i-:s a tul" ' i,,i ,, ;■ .,
inches uu matter how u._a ■ I ■ . . , i..',!- il:.^,n
faceof the fire, but in smaller tube's the Hanie Llistanee is
necessarily less than in larger ones.
As it would require a volume to discuss this question in
all its bearings, it must now be di-opped, and dependence
placed on the discussion following this paper to bring out
additional points of importance. I may say, however, that
the length of a tube should bear a certain relation to its di-
ameter when considei-iog its resisting power.
Referring again to tne drawin^;, let me say that in cases
where radial stavs have been substituted for crown bai"s,
the swash or surging action of the water in the boiler has
given some trouble, due, no doubt, to the sudden stops at
limes made by trains of high speed. To counteract this, we
have introduced plates reaching across the boiler at a point
about five inches above the crown sheet, and attached by
angle irons to the outer sheet, the purpose of the plates be-
... _ . — .___j -_^ ..-.•„» .1 *: <*i »„^ when under
to the cylinders. Now, while this may be a fact when the
domes are located only a short distance from the heating
surface, it is not time when the domes, as in the case of
many boilers, are located some distance therefi-om. The
fact *is, that a high dome situated some distance from the
heating plates instead of furnishing dry steam to the cylin-
ders, as is usually expected, delivei-s steam of a moist char-
acter, paiticularly so, if it is not perfectly and fully covered
with non-conducting material, to protect" it from the sur-
rounding atmosphere. Sufficient steam room between the
surface of the water and the shell, is a far more desirable
place in which to store steam. Domes, of course, afford a
cjuvenient means for thi-ottle valves and other attachments,
but they should be no higher than is absolutely required.
I am aware that mud drums on locomotive boilers have
ten used in years past, but are now generally discai-ded,
le reason given for this action being that they have been a
)urce of weakness to the boiler without corresponding
ain. On due consideration of this question, it seems hard
) see why. on a road using water lai'gely charged with im-
purities, a properly constructed mud drum placed on the
' ■' ' '''■"; boiler on a line- transvei*sely
undersicle of the barrel of
with the points where the feed-water is admitted, and hav-
ing a suitable blow-off valve and a convenient means of re-
moving the head, is not justifiable. Xt appears to me that
in districts where feed-water is largely charged with cor-
rosive properties or foreign substances of any kind, the ex-
pense of attaching and maintaining mud drums would be a
good investment, not only for removing the boiler deposit,
but for the purpose of inspection.
The drawing of the boiler here shown is intended for a mo-
gul engine having cylinders 18x24 inches, and is designed to
carry a ser\ice pressure of ItWi pounds to the squai-e inch.
Taking the tensile strength of the steel used in fire-box at
55,(KK) iwunds, and the breaking stress of tlie shell plate at
and cnii~i.l,TiiiL' Tti-' -''iin - .1' TO p.'!-,'. ■ ^"■. ■hl'TIi of
thesh.-.'i \vhi.-h 1^ ,1 ■,.■:-, ^.it. . _ ■ ^ t.. the
boiler:! Ian, .,■ , .i .,,^.t^ ,,f tu- I: ■■ ■ ■ :^, "■ ■ --rv-
•^ cubic feet, aud the
I area about
With ordinary height of water
• will contain l'410
)^on
It is customary of late years m ;
to construct the furnace of locomotiv
shallow, that is. the distance bet we
bars and crown sh'<' i- \--\-\ m
Now this might b' -■ ^
tion chamber is introdu...:
and the tube sheet, but it ;- ;
cal results can be obtain.,! i
me sections,
boilers quite
1 the grate
the tubes, and under theinfluener .
is the opportunity of gas making. _-..
the air, maintaining high temperai
the combustion chamber, if
i...cwb... an justify
, in the absence of
we will hear from
The only means we have of ascertaining with any degree
of certainty the safety of a boiler, is by the application of
pressure, which should be under conditions as similar as
practicable to those of actual ser\-ire. T'niil a Ixnler is
properly tested, there is always an ' --•''>• :js to
its actual strength. Periodical t. - -ti.'Uld
never be overlooked. The datt- . i -ure
exerted, and any incidents of imi". ■ ii.-re-
with should be matters of record, n, I. iTed
to at any time. It is generally sup|"'^t■'l in.vi .i iij.uraulic
pressure approaching the point of the ultimate strength of
he boiler is the proper testing strain. Under ordinary
onditions it is not the bursting strain of the boiler that is
time, or until the next test is in order. 1 have pei*soual
knowledge of manv boilers being iniiued by the strain of
reckless pressure m testing.
CAKE OP BOILERS.
The care and management of a boiler is of fully as great
importance as to have it pi-operly designed and constructed.
It is subject to destroyiu- forces which reduce its faet.ir of
^^■:
, thei'eby placiug the buUcr
lat produced by any work-
within the boiler, caused by
or restricted waterways, when
connection with the surfaces ex-
fluences which rapidly lead to
[•mitting the enti'ance of cold air
to;iiiii ii-\, iiiMh.M.ii.'iy following the dumping of fire
from lilt? grille bars, aud the extravagant use of the blower
when trying to raise steam hurriedly in a fresh-fired boiler,
thus heating and expanding the tubes more rapidly than
the shells result in the distortion of tubes and tube sheet.
Low water, when sufliciently low to permit overheating of
the plates — this condition existing together with ordinary
boUer pressure— may cause an expansion of the metal in ex-
cess of its elastic limit, causing a pei-manent change in its
structural grain and leaving its tensile strength reduced to
an amount unknown, but certainly less than the difference
between its original elastic limit and its breaking strain,
which amount may be less than 20,(X)0 lbs. per square inch.
What may follow tliis state of affairs can better be imag-
ined than described.
It may be said that many of the evils named cannot well
be helped underthe present strain of operating locomotives.
In some cases, no doubt, this is true, but because of this
fact the results are no less expensive or disastrous. No
measures connected with railway mechanics require
more thought, more consideration of the principles involved,
aud more reasoning, than those relating to the construction
of locomotive boilers, their care and management.
The illustrations of pieces of steam heating hose
which we give herewith are direct photographic re-
productions from the originals. They are of value in
this, that they indicate very forcibly the need of care-
ful watching of the material used lor this purpose.
Fig. 1 shows a view looking through a short section
of hose: Fig. i an inner view of a piece of hose of the
same make which had not been "sponged" out as fully
as that shown in Fig. 1, but indicating how the spong-
ing out process commences, and F'ig. .3 a view iif the
interior of another make of hose.
Fig. 1 .shows the i-ondition uf a i)icco of hose wliich
had been in the same service and for the same length
of time as that shown in Fig. 3. The length of ser-
vice was nearly three seasons with both makes. The
hose shown in Fig. 1 has yielded readily to the action
of the steam, has grown sjxjngy and has swollen in-
wardly until the effective area for the passage of the
steam has been very greatly reduced. Not only has
this area been reduced, but an abnormal friction ha-s
been interjxjsed against the free passage of the steam.
The hose shown in Fig. 3 has practically maintained
its original internal diameter and has maintained a
smooth surface. It will be noticed that there is a
considerable cracking in the inner surface of thLs
I'iicc. but although this cracking has here aud there
atiuined a considerable depth, yet the hose is in a
V aslly siiporior condition for performing its functions
a> comi)ared with hose No. 1. It is evident that the
spouged out hose was not so effectually vulcanized as
that shown in Fig. .'1. but we suspect that tlie main
Fig
cause of the retention of its proper condition by No. 3
is due to the fact that the rubber in that piece of hose
was adulterated. The rubber in nose Nos. 1 and 2
bears every evidence of being the pure article. We
have hei*e a case where adulteration is essential to
the production of the best results. It should be .said
that both these makes of hose were bought as the best
obtainable hose, that the same pi-ice was paid for
both, and that both were especially designed for steam
heating couplings.
EAILWAY CAR LIGHTING'
■(7 from ijai/e
.uld he
should
ally in
lui'.-iicct liglii locally
i-ycs. The numberle
effect are generally
the
Si. Mil. I iL^ui.-.: . ivlu.li i.s to set lamps in such a
liobiliou that passengers may readily screen their eyes
from direct view of the flames of light. This condi-
tion demands that lamps be placed high.
Third requisite— Good general illumination de-
mands rather a large number of comparatively feeble
centers of light than intense concentration in a few
lamps.
Fourth requisite — Economy of light demands suffi-
cient general illumination and brilliant local lighting
in positions near where the light is to be used for con-
tinuous aiipHcal inn, a.s in reading. This condition is
difficult to fullill practically without infringing the
.second, except in the electric or non-combustion light-
ing system. An attempt, and we think a successful
have been placed in the berths in such a manner that
while they are in a position close to the object to be
illuminated, they are also perfectly under the control
of the passenger, the rays of light being shielded from
his direct vision and that of his neigh Ixirs.
It may be conceded that application of all of the
alKive princi])les is impossible, where economy of
equipment and service is necessary, and that some of
them are in a measure contradictory. I am personally
convinced that reading at night in a moving car, un-
der any system of lighting, except, jwrhaps the one
•Read before the Western Railway Club, Feb. 17, 1S91.
THE RAILVv^AY MASTER MECHANIC.
Caudle power of
.
.= -
Cost
er c&
.3
f ^°
hour.
u
h
li
H ^ i
5
»
S
ill
|- a Price of Oil or Fuel.
System.
1
1
i
1
P
5
1
£
1
1^
1
o
1^
f
11
1!
IS-
N.. 1
1
s
*
1
$
i
4
0
40-UU
•SJ
—
—
-164 -
800
9'/, c. per lb.
No°i Mmeraroa.' • "
(Acme burnerel
12
1 '.
144
158
167 00
16-70
12-22
1-06
13-28
1-07
66 c. per gal.
12
1
]2
144
156
167-00
16-70
1-67
1-06
2-73
■ois'
15
107
9 1-5 c. per gal.
12
1
Wo
126
13B'/.
167 00
16 70
1-21
1-06
2-27
-017
18
1-22
9 1-6 c. per gal.
.1
1
26
m
IBS
11300
1130
194
■n7
2-51
-015
i:i
■67
9 1-6 c. per gal.
(Pinlsch)
No. 7. Carburreted ail
42
2-91
No. 8. Electric. Stor
& St. P. Ry. -direct.'
"
'
lb
144
IbU
.iUo-40
~
a-M
last named, is a fruitful source of Impairment of the
eyesight. Artificial illumination may be brilliant
compared to darkness, but is at best dimness compared
to daylight.
Best modern practice (to which, however, I cannot
agree for the above reasons), seems to establish the
following: For 50 ft. passenger cars, satisfactory
illumination, 150 candles of light in the body; for
brilliant illumination, 200 candles. For sleeping cars,
in the forty feet of main body, satisfactory illumina-
tion, 200 candles; brilliant, 240 candles. All the fore-
going in overhead sources of light. To fullill the
third requisite, I r</i-unimi_-ncl tliat, in eln-ti-ic sv.steiiis,
the light beunifi.i-iiilyaiMi-il.ut,-,lfi-.,iin-,|uany .-pacrd
focii, each havinL' a iiiaxiiiniiii iiiii-n.-ity nf Hi i-aiulli-.s
and that in other sy.-t.-m-. iici >iiit;l.- fiiru> shall have
a greater intensity than oU caudles; that, iu ca»e of oil
lamps where convenience and first cost so demand,
these focii be equally spaced in groups of two; that
in other combustion systems, each focus be single and
equally spaced.
III. QUESTION OP SAFETY.
This is a highly important one and can hardly be
disposed of in the few words I am able to give it. It
comprehends two general phases, safety to passengers
and safety to rolling stock; these, not only imder run-
ning conditions, but in case of accident.
Danger of fire may arise in many ways: Contact of
flame with wood work or drapery, overheating of fi.^:-
tures, communication of fire to the lighting fluid and
consequent destruction of lamp, explosion, presence
of liquid fuel adding to fire already started, and
others.
The first system which is of consequence for discus-
sion is oil lighting. The popular opinion, fostered by
ill-informed persons and others, is that "the deadly
oil lamp must go" with the "deadly coal stove." I be-
lieve the dangerous character of this method of car
lighting to be wholly a delusion. As before explained,
in past years low fire test oil was commonly employed
lor car lamps, but to-day the oil is of a very different
character. The old oil was undoubtedly highly dan-
gerous, it being possible from improper attention to
have it at the temperature of vaporization in the lamp
pot; thus a jar, cm-rent of air, or defect in the lamp
would cause communication of the flame with the ac-
cumulated vapor and explosion would ensue. But the
nature of the oil used for car lighting to-day is not
popularly imderstood, many imagining it to be the
household quality of kerosene; it is in fact, totally
different, being a heavy oil of difficult inflammability.
It may be heated beyond the temperature of boiling
water without giving off vapor and will consequently
not ignite in bulk below this point. The flame in the
lamp is very sensitive to draft or jar: in fact, it seems
impossible for a fire to originate from the light, incase
of collision, as tearing a lamp from its fastenings
would without fail, I believe, extinguish it. Two
other sources of dani,'i_-r e.xisl: first, the jjossibility of
ttame coming int'i I '')j;:u': ■■■.:;•, ; I /.mik .,i ura|..-ry
while the lamji i- i' ..- ■ ' ^ ,1- ■ . ■ . : i in .ill
systems of flam-- ,, ,^ . , ; . , ii, r
a valid reason foi I . , -, ;. ,i.,. ; i,, i.,h.i-
defect, which is I- ' -" ^iiUuy, lo ihai opin-
ing oil on the w -Iiiuns uf a car, will
add to their inlhiii ■ ,1 m presence of olher
fire, fuel to the II a II, : in- has properly no
place In a car anil. :i 'ill i:- ■ prospects, need not
longer be counted a^ a smu-<-i_- of danger.
As for the other systems of fiame lighting, repre-
sented by the gas and carburetted air, the most we
can say Is that the elements of danger have been re-
duced to a minimum by careful attention to details.
In the Pintsch system, explosion of a gas cylinder by
over pressiu-e or defective material is a possibility,
and In svich case would probably result In damage to
the car sufficient t« cause Injury to those In the vicin-
ity. But such contingencies. In face of the vastly
greater dangers attending the pursuit of the ordinary
routine of existence, need not cause much
Spontaneous explosion of gases Is an Impossibility,
without the mixture of the proper quantity of air and
subsequent Ignition in a confined space. In case of
wreck the tanks of gas would. If disturbed at all, be
swept from their fastenings and the contents harm-
lessly escape. As to the gasoline or "Frost" system,
the same remarks would apply In speaking of the ex-
plosive character of the lighting fluid. The chief
danger of this latter system is, however, in handling
the gasoline; this substance is extremely inflammable
at ordinary temperature, it being difficult to prevent
Its escape from packages In which It is stored; a prom-
inent road using the system states that 18 per cent, of
the gasoline evaporates from close wooden packages
when standing two months in the oil house. Under
these circumstances. Its general use at many points on
a large system, by necessarily ignorant men, cannot
but be looked upon as a grave source of danger to life
and property, and one which would require modifica-
tion of the stringent oil-Inspection laws of many states
before becoming legal.
As for the electric system, the danger of fire to the
car, although remote, is not an impossibility; Imper-
fect wiring, accidental cross contacts, or meddling in-
terference, may cause Intense local heating and fire to
woodwork. Such contingency Is made, however. very
remote by the system of safety-fuses adopted In the
wiring, and even if fire were started as above men-
tioned Its spread will be slow, allowing time for pas-
sengers to escape.
IV. COST OP THE VARIOUS SYSTEMS OP LIGHTING.
Probably the most Interesting question to the rail-
waj^ manager, after the advantages of a certain system
of lighting have been set forth, is that of its cost. I
have collected these figures from the test attainable
sources, and present some interesting conclusions in
the table.
The manner In which this table has been prepared
will require some explanation. The figures are not
all expected to be absolutely accurate, but I have
endeavored to make them perfectly fair and as exact
as my data would permit. For an equal basis for com-
parison, a standard 50 ft. passenger coach was taken;
if special cars had been considered, It Is possible the
figures would have been relatively changed in some
instances, on account of the unequal economy of equip-
ment and operation of the various systems on different
candle power bases.
To fulfill the condition of satisfactory illumination,
set forth elsewhere, I have endeavored to fix the can-
dle power in the body of a car as near 150 as possible.
Column B provides for rather plain but sightly
lamps. In column 7 the Interest on first cost has
been taken uniformly at 5 per cent, per annum; the
rate of depreciation varies according to circumstances,
as seen above. This depreciation is outside of the
minor supplies and repairs, allowed in column 9, and
applies for renewal of the entire outfit at the end of a
period when repairs are no longer economical. Total
running cost, given In column 10, does not Include
charges of coliunn 7, but Is obtained by adding Nos. 8
and 9.
Column 13 gives means for comparing each system
on the basis of equal candle power and is obtained by
dividing oolvunn 10 by No. 5.
Considering the systems In detail, the figures for
candle light In Nos. 8 and 11 were taken from actual
experiment In the St. Paul road laboratory. Those
for the Colza oil system, wore obtained In the same
way. The mineral oil methods, given In lines three,
four and five, are results of experiments made by our-
selves on different styles of lamps sind burners. The
candle powers were taken at a practicable height of
flame in actual service.
Figures for the Pintsch system are obtained partly
from the Safety Car Heating & Lighting Co., of New
York and partly from experience of a prominent road
using the system for the greater partof its equipment.
Column 0 includes each car's proportion of the cost of
gas works, figuring on works at seven centers, as ex-
plained in the body of this paper; this amount was
$181 -75 per car and would vary considerably according
to the Individual conditions of a road adopting the
system. The car equipment Includes two gas tanks:
U one only were used, $85 maybe deducted. In No. 7,
depreciation in gas works is taken at 10 per cent,, and
5 per cent, on car equipment.
For the Frost system, columns 1, 2 and 6, were ob-
tained from the company introducing it; the others
are the results of recent careful experimenting with
the system by a railway company which kindly put
them at my disposal. Column 7 is figured on 10 per
cent, depreciation, which is my personal estimate, but
probably does not overstate the practical figure, when
we consider the frsigile character of the carburetters
and their exposed position. Column 8 includes 15
per cent, added to the gasoline required for burning
to make up for the loss In storing and transportation.
Column 12 is taken from experiments on the road
above referred to and was maximum burning time
with full carburetters and gasoline of 88 degrees
gravity. In practice they found that the gravity of
the gasoline was considerably reduced by absorption
of the lighter products first and that after a few fill-
ings the heavier oil caused considerable reduction of
light after burning a few hours; thus, at the start the
candle power was 45, but at the end of 34 hours burn-
ing was reduced to 26-ti, In one experiment.
The electric system given on line 8 is the first one
experimented with on the St. Paul road. The high
cost given In column 6 is due to the car's proportion
of storage byttery, engine and dynamo, and $113 for
auxiliary lamp lighting. Depreciation in No, 9 is
figured at 25 per cent, for engine, 10 per cent, for
dynamo, 33i per cent, on batteries and 5 per cent, on
wiring and oil lamps.
Line 9 gives the St. Paul present electric system.
Column 6 Includes the car's proportion of cost of ten-
der car and equipment, on the basis of its number of
lamps, figuring on four of these cars to the 02 cars In
service; also $113 for auxiliary oil lighting equipment.
In column 7, depreciation on tender car and equip-
ment Is figured at 10 per cent, and on wiring and oil
lights at 5 per eent. Lamp renewals are figured In
No. 10, as part of total running expenses.
In order to show the Items entering into the cost of
the electric system at present in use on the St. Paul
road, I have though it might be of interest to give
the details. I may say right here that the rather
favorable figures obtained arise from exceptionally
favorable conditions, resulting from excellent distri-
I butlon of equipment, heavy continuous service and
careful attention to details. The results can in no
I wise be taken as comparable with other systems in
: miscellaneous service, or the same system imder lets
favorable conditions. The data for one trip during
the month of October, 1890, Is:
Train ot 10 cars
I HunniiiK liin. 11 houi-s
I Ma-ximiii mi.i.n.l ... L-a
Evaporation iit
Attendance
Lamp reneuals (3at 4Ucts.)
Oilaud waste
Miscellaneous supplies and rept.i
Coal tor light
Total cost per trip Jlu-52
Or, per car per h-ur 9-54 cts
In the summer season, when the heat tender Is not
In use, the total cost per car per hour would be re-
duced by about 2 cents, or to 7-5 cents. The figure In
the table, column 10, was obtained from the above for
a passenger coach with all lights burning and, of
course, differs from the average figure taken under
different conditions,
V. RELATIVE ADVANTAGES AND DISADVANTAGES
OP THE VARIOUS SYSTEMS.
From what has been sai.i it i un M-vident that
perfection of comfort lo i:i-.i, i- I niiniuuim
danger from fire In car Iil ' . _ , . ;,,,. attained
only at the expense of mil. ii . .nh.-i ai nn ,ii delail and
sacrifices ot simplicity iu uperaiiun. it would be u.se-
less, therefore, to lay down requiremeuls for a pei-fert
lighting system, ana consideration of the subject n -
] duces to weighing one defective system against an
other. Of those described we have, i believe, but four
worthy of careful consideration, viz., heavy mineral
oil in lamps; the Pintsch oil gas; the Frost carbur-
etted air; the electric.
The points which should lead us to abandon a sys-
tem in use and in which we have invested large sums
are: safety, better light, cheapness, coveniei ce, ad-
vertising considerations, and, we might add, in view
of future possibilities— compulsion. Taking up the
systems In reverse order:
The Elictric may be considered adapted, In the pres-
ent state of the art, to special service only. It fills a
Mat,
THE RAILWAY MASTER MECHANIC.
number ol requirement fur a perfect light, in a man-
ner that no other light appi-oaehes; it ia cleanly, cool,
safe, allows excellent distribution anU is, In fact, a
luxury which is duly appreciated by the traveling
public. Unfortunately, from a railway point of view,
it is not such a success; H is costly, is adapted to
special service only and requires great attention to
details. Still, in many instances, it will undoubtedly
pay for itself many times over; and each railway man-
ager must consider for himself Whether under his
special conditions its use is warranted.
The Frost iiystem: — I am bound to consider this sys-
tem still in the process of development. It ha-s many
advantages from auoutsiM.- j.i.itit ,,' v\,-.:-: ir i« i-lcan-
ly, the light is good, ea.h ,:;.-■.'■' • I. -lit
of others for its supply (I I i ex-
ternal gas works. On III' ..: - e,l is
excessive, the light is ii.>i .ii, :i|- :>.r imiih:ii_:, ii- final-
ity is not uniform— duo tci the ctlrct lit varying tem-
perature and quality of gasoline— the apparatus is
complicated and, while the system may be considered
safe to the ear itself. I believe the use of gasoline at
varioii- |M.ini- .11 ;i '.-M-ux- system very questionable.
Tlir / ' ^ This, in spite of some serious
defcLt-, I . - . most feasible and promising
atteiii|ii 111 i iM ., I ..! iiiii of safety car lighting. It is
safe— a... -a.,, iu- ai,_, ilaiiie method of lighting can be— is
cleanly and simple, is cheap in maintenance and run-
ning. It is, however, verv high in first cost and is not
L-nde
jpoi
gas works, iiut all main line traffic and many im-
portant branch lines can generally be provided for
by this system at a moderate cost and, under its rapid
extension now taking place, it seems likely that joint
gas works can be maintained by different i-oads at
many points, to still further reduce the individual
outlay. The introduction of the system has been
pushed in this country lately with a high degree of
success ; but there are two points I cannot understand
in the business policy of the company: first, why they
stick to an uneconomical form of lamp, and second,
why they import from Germany their entire equip-
ment. This last point has rather an important bear-
ing on the question of repairs; unless they have re-
cently changed, the German (Whitworth) system of
screw threads was adhered to throughout.
OU LiylUihy by iu»ip«.— Many of the requirements of
a satisfactory car lighting system apjifai' tu me to be
embodied in the present oil syt.t.ui m mi jlj li. . w ith
some improvements which aie .1 naMe.
In no system, with the exceptimi i.^ it
possible to obtain a better ui mm. -,c; 1- .u ■ 1 ;. .ii...tri-
bution of light, the centers being ul Uji>Lici ale iutciioity;
the fuel is safe to handle and may be anywhere ob-
tained without delay: each car is perfectly indepen-
dent of the others, it is cheapest in first cost and
maintenance for a given amount of light; it is simple
and easily taken caie of. On the other hand, it
shares with other Hame systems the objections of giv-
ing out much heat, tmd the quality of light is quite
irregular and the smell objectionable when not taken
care of. The ground of safely appears to be the one
generally attacked ; I have elsewhere stated my
reason foi' not believing that this objection has much
force. In fact, I believe it is a mistake to abandon
the system until a thoroughly better one is devised —
respecting which there is at least a doubt. The pos-
sible improvements in this system should have more
attention from railroad officials and others. For in-
stance, the button form of burners, of which the
"Acme" is a good example, appears to solve the prob-
lem of sufficient light as satisfactorily as has been done
in the other liame systems, and these burners should
be substituted for the old uneconomical form.
CONCLUSIOX.
To conclude, the demand from the railways at the
present time appears to be principally for more light
and a safe one. If my remarks to-day (.and in which
I have endeavored to disabuse my mind of all preju-
dice) lead to any conclusion it is: first, that the pres-
ent oil lighted cars are, or can be made, the best
lighted in the country; second, that oil lighting is
not, as popularly supposed, unsafe. This being the
case, we should at least look over the situation care-
fully before jumping into an expensive and compli-
cated system for supposed advantages.
Since the question of car heating has become a
"burning one," if you will excuse the pun, state legis-
lators and the public have properly demanded that
the railways should exijeriment in the direction of
something safer. This promises l<i lie productive of
gootl r''~i;.t- 1'. : i.i 1 .1 !.,!,■ ,11,,; 1.. . Ml.-.., Mvr, themselves,
but it .- . I ..utcry will not
bedii- ■ .1 _ ..lilem, leaving
what !- r. a 1 . a I, .. -f h .11 .. . ■. ■. i . . ■ 1 1. i i<.i be worked
out by Uuisf [ini>l irileiesli-il — Ihe c an «a\!, themselves.
.\ neat little book is issued by the Gorham Manu-
fa»'turing Company, of Providence, R. I., under the
title "The Source and Nature of Klectricity, and Its
Application to the Electro-plating Process." The
book was written by Mr. Scott A. Smith, member of
the American Society of Mechanical Engineers, who
has handled this subject in an unusually interesting
manner.
A
t-T
I !
COMMUNICATIONS- Concluded from page 02.
Driving-wheel Fits— A Kink for the Wheel Press.
ScRASTos, April 14, 1891.
To tlio Edit.ii of llie Hallway Master Mechanic:
Dear Sir : I read an article in yoiu' paper of last month
as to whether the axle should be the same size at the
wheel fit as at the journal, or turned down to form a shoul-
der to press the wheel against.
I would like to say that it is not such a hard job to press
on a wheel without a shoulder fit, as many would think.
Master Mechanic Charles Graham, of the Delaware, Lack-
awanna & Westera Railroad Company, at Scranton, Pa.,
has for many vears used an easy device by which the wheel
may be pressed to its proper position and no further. He
has the wheel fit and journal turned down to the same size.
Then he has a cast iron block U',^ in. in diameter and 13,V
in. long, hanging central with the axle and between the axle
and the head of the press, and held by a small chain from
the longitudinal guy rod of the press. One end of this
block has a recess 9 in. in diameter and 1-16 in. deep, the
latter dimension beiug the length that the axle is to project
beyond the wheel. The method of using this device will be
readUy understood, and it wUl be seen that when it is used it
is an easy matter to tell when the wheel is at its proper place
by the sudden increase of pressure in the gauge caused by
the end of the axle striking against the bottom of the recess
in the block.
Inclosed please find a sketch of this block, which explains
itself. "A Constant Readek."
The new wood working and car shops of the Union
Pacific at Cheyenne are completed and the machinery
is being placed. They will be opened by .Tune and
will require an additional force of about .100 men.
PERMISSIBLE DEFECTS IN M. C. B COUPLEES
In our March issue we gave the permissible defects
in M. C. B. couplers, in interchange as recommende
by the Central Railroad Club. We now give this list of
defects with diagrams making their intent more
clear:
No. 1. Shows limits of the chipped parts, H inches
vertically and 2+ inches horizontally from outer edge
of guard arm, provided that not less than 5 inches
of metil is left intact on the outer edge of guard arm.
No. 2. .Shows limits, 2i inches vertically and 1 inch
horizontally, provided both top and bottom corners
are perfect.
No. 3. Shows limits, 3 inches vertically and H
inches horizontally in back of drawbar.
No. 4. Shows limits on the front wall or centre front
face of coupler proper, 3 inches horizontally and I
inch vertically as shown in top, bottom and throat of
coupler.
No. 5. On the lugs in which knuckle is pivoted,
shows limits 4 inch vertically. I inch back and 3
inches transversely, also combinations as shown in
No. 6 and No. 7.
In no case will cars be received when breakages of
coupler are as shown in No. 1 and No. 2 combined.
A Gould coupler having rib in front of locking dog,
bent inward so as to prevent dog from dropping, will
be accepted, provided the rib is chipped off to allow
dog to drop into position. Knuckles showing any de-
fect whatever will not be accepted.
NQ4
PEUM1.S.S1HI,E DICFECT.S IN .M
THE RAIL^WAY MASTER MECHANIC.
Mat, 1891
THROTTLE LAT(;H.
LOCKING THKOTTLE LATCH.
It will be remembered that in our issue of February
of this year a correspondent directed attention to the
throttle latch used by Mr. R. D. Wade on the Rich-
mond & Danville road. We present an illustration of
this latch herewith. It will be seen that the lever
carries an internal screw and that bv a partial revo-
lution of the handle of the lever the sector bar is
clamped on to in any position desired. There is a
slight notch cut in the sector bar and when the throt-
tle is closed a loose collar on the end of the internal
screw is forced into this notch by a spiral spring,
thus securely locking the lever. Three full turns of
the lever handle are sufficient to raise the collar from
the notch when it is desired to open the throttle.
This feature provides a positive check against the ac-
cidental opening of the throttle. The general idea of
this latch is not new. indeed it is some 15 or 20 years
old. Mr. Wade himself has used it for some 12 years,
but some time ago he redesigned some of its details
and now use^ it in the form shown.
INSPECTIOK OF AIE BRAKES ON FBEIGHT CAES.
Additii
iin mechanism have been introduced
. the
,.,,,,■,.. ^ .', ■ ^ .1 .,;,.•, ,i ,, ■, rpi-ise and
|,rr', .I'. -- . ^ ..! ■ ' : I'. ■ ■ ■ ji-<' I" '■ iiiarly con-
..■rwil-.", ■.U'.,\ ii..'i.' :- :i -li.ili- !.'iMh-n.'\ I .. insist that
ihf cxUtiiiL' p./rsniinrl and ])lant are suttii-ient to care
for new appliances whose maintenance naturally calls
for official skill and training. This has been strik-
ingly fxem))litied in the crude way that brakes and
heating apparatus for passenger trains have been
handled and looked after on not a few railroads; but
we need to look closely into the condition of the air
brakes on many freight cars to properly realize the
effect of permitting them to run without special at-
tention.
There are already in use on the various raDroads in
the United States upwards of ]60,TO0 air brakes ap-
plied to freight cars. This represents an immense
amount of capital which has been expended for the
purpose of facilitating the movement of trains and to
increase the safety of trail
the benefits may Ije reaped
alent for this vast expenditmv nf 111. m.-y. it is neces-
sary that the brakes sh -nniinti, din good
working order, and this can - ' . i lie hear-
ty co-operation of all the i^ii - ., , : iioc' lines
freight cars travel. If fn/i-li- • h - ■ .inii.].. .1 with air
brakes never went away from thr lines they belonged
to, the question of maintaining the brakes in proper
order would be easily settled: but the cars have to go
wherever a track extends, and it is tune provision
were made for air brakes receiving as much care and
attention on foreign lines as they receive at home.
Voluntary enterprise has already applied air brakes
to a considerable percentage of all the freight cars
running, and public sentiment is urging onward the
work of equipping the remainder; so it is a question
of a few years only when a freight car without a
power brake will be as great a rarity as it is to-day to
see a passenger car controlled by the hand
brake. It is well to look facts in the face.
As the general application of air brakes to all
kinds of cars is inevitable it becomes the duty of
the officers in charge of railroad rolling stock to
lose no time in beginning to prepare for the
change. The preliminary movement ought to
be to make public recognition of the air brake
in the rules of interchange of cars, and to establish re-
gulations about its condition. Under the existing rules,
a car may be refused for certain defects of the hand
brake, because a car that has not an efficient hand
brake is not safe to run on a train. Under the condi-
tions of freip-ht train servii-n that arf rapidly a]i-
proachin^'. a .'ar with an ail- lirakc- iiul nf .n-.l.-r will
be a SOUl-i-r .,f clanui'i', A lj.i.hI many nf Ih.' railr.iail
companies iM'-ratin- fi'i'i.L^lit rar-- i'.|iu|.ni'ii \\:tli ail-
brakes hav.- li.-..-ii pr(.viili-il ainiliam-i-i- ami ■- c-n fm-
testing the brakes and maintaining them in good or-
der, but others have practically ignored the brake.
It is edifying to watch the' condition of the air
brakes on cars arriving by different roads into lai-.ic
junction yards. Those on some road- 1 :r . 'l. -la, k
properly adjusted, the hose fastent-ii - ■! , I :- ly
couplers, and a general air that the lir.i i -i
a good purpose. On another road .. ,■. , .lir
brakes habitually in disorder. The pisi i- i.a- --.ULliLd
the limit of its travel, the triple valve is nut of i.irdei-,
and the hose is dangling loose, lapjjing up its fill of
dirt and grit from the roadbed that will work mischief
in the triple valve and cylinder for many a day after
the car goes into better hands. The curious feature
of the case is that the company taking care of the
brakes generally appears to perform the work of in-
spection at smaller cost than the company that neg-
lects the work. Neglect of air brakes comes to a great
extent from lack of system. The companies that take
good care of all air brakes passing over their roads are
not asking for anything unreastmable when they de-
mand that all connecting companies should provide
the means of systematically testing air brakes and of
keeping them in working order.
An objection strongly urged against the change
suggested is that being required to examine and re-
pair air brakes belonging to other companies would
work an injustice upon roads that did not have any of
these brakes upon tneir own cars. It might be said
on the other hand that the railroad companies which
fail to adopt a recognized improvement like air
brakes are inflicting injustice upon every en-
terpising road over which they send their
cars. The purpose of the rules of inierchange
of cars is to do justice between the roads
doing business with each other: but safety in the
movement of the cars is held of paramount import-
ance. Connecting roads will not accept a car with an
axle that is dangerously small or with any other de-
fect that is likely to cause an accident: and the eM-iisc
is not regarded as valid that the owners of th. rai-
are accustomed to use on their own road small axli-s
or other attachments not considei-ed safe. The i ul.-^
that regulate this matter are no doubt considered un-
fair by those they put to inconvenience, and it is
doubtful if they would find the keeping in order of air
brakes belonging to the cars of other companies a
greater hardship.
Within the last month I have been in commimica-
tion with nearly all the heads of the car departments
of railroads running more than one thousand freight
cars, and the admission generally made upon the air
brake question is that something must be done in the
near future to inspect air brakes at all interchange
points. Some of the writers anticipate no difficulty
in doing the work, others appear to think it one of
the most stupendous problems that ever railroad
officers have had to work out. Those who are ap-
palled by the magnitude of the work to be done may
receive comfort from reading how others have done
it. Mr. H. .1. Small, superintendent of motive power
of the Southern Pacific company, writes;
'•We are one of the few systems the entire rolling
stock of which is equipped with air brakes; and hav-
ing mountain grades on all three of our main lines,
we are naturally '
especial attention
air plants for testing air brakes on freight and
passenger cars; these, however, are intended more
for the use of car repairers, and are usually located at
the repair shops, and when repairs to oars are com-
pleted air is applied at standard pressure and cars are
turned out from the repair tracks with air brakes in
first class condition. I think it is important that air
plants of this kind should be located at all important
interchange points, as well as other stations where
car repair shops ai-e situated. Our switch engines are
all equipped with air brakes, and. at interchange
points, before cars are received from the connecting
line, the inspectors have air applied to them by the
switch engine, and they are thus enabled to determine
at I'ln-,-. alii 1" Ml . 1 li.' ,ai- is received, whether there
an- aii\ .• iMlii-akes. Therefore, where
-wit.-li '. ' _ ,, , . .i,.d with air brakes, it would
sci-m iiiiin-i-i --ar\ In ha\.an air plant as above de-
scribed al iiilei-cliaugu iiuiuts where there are no car
repair shops and simply ordinary running repairs are
conductors are required to report any defects they ob-
serve in the air brakes during their i-un. This card is
handed to the inspector immediately upon arrival at
terminal station. This is intended to enable the car
inspector to give immediate attention to such cars as
are reported on this card and save the time that
would be otherwise lost in hunting for or perhaps
overlooking them. I am not prepared just now to
offer any suggestion as regards interchange rules for
"nspection "f ai- lirakes. i,, ■ - ■ '
that
would
should
The
about i
-der.'
ructions
.iiiiii- ai!U,-ai>-Mf ill.- ail- I'rake which
•i-licd in till.' rari- nr management of the
lnak,- (lught to be familiar with. The card mentioned
is fill- the conductor reporting defects of the brakes on
cars tliat may be on his train. The letter, book and
card indicate that the air brakes on ears belonging to
the Southern Pacific are systematically cared for. They
contrast strikingly with the haphazard methods in
vogue elsewhere, which lead to general neglect.
There is a misteken impression in some quarters
about the class of workmen necessary to keep the
brakes in order. An ordinary car inspector will be
told to put in order a defective brake, and because he
fails, the conclusion is jumped at that the services of
a machinist are necessary to do the work. It is not
skill, but knowledge, that the inspector or ear re-
pairer lacks. If he were drilled for a day or two in
taking the mechanism of a brake apart and putting it
together again, he could do the work just as well as
a machinist. The work cannot be learned by inspira-
tion, and it is the duty of the officers in charge to see
that the men under them receive the opportunity how
to put the brakes in order.
Judging from the numerous letters which I have re-
ceived on the subject of air brakes on freight cars
from men best able to speak with authority, I con-
clude that the pressing reqiiireuicnts are:
1. Tin- I -I ■'■-'11 ■'! il,. I ,'. - of interchange of
cars, tha- : - itial part ot a car,
and thai ; - n working order.
2. Thai li I- in ,1 .- I aiii o.Ld rumpanies to pro-
vide the iiiLan... ul lt.-.uii^ and repairing the air
brakes on all freight cars that pass over their lines.
At a meeting of the Central Railway Club, held
April 8, a valuable report upon the inspection and re-
pair of freight car brakes was presented by the com-
mittee which had been appointed for that purpose.
The follnwirg is a very liberal al.sti-aot from it:
The I
the bra
1,1 n,. Ill, I, -li, lilt,, rmation at the corn-
is that air-brake apparatus on freight cars is generally neg-
lected, resulting in a low average coDdilion of the brakes,
and showing that fully 25 per cent, of the cai-s now inter-
May, 1891
THE RAILV^AY MASTER MECHANIC
leaks ul
defects ai-u easily uud quickly rcuiiii-cd or remedied, such
as taking up slack, cleaning and oiling triples or cylinders,
and repairing leaks ' '
■ : to"
Cleaning and oUiug triple valve ; cleaning and oiling cyl-
inder; taking up slack in connections; putting uew rubber
seat on emex-gency valve, when necessary (when leather
seat is found it must bo replaced by rubber seat in all
cases), 50
; leak in main pipe, when section of pipe
Repairing triple valve gasket, 30 cents.
In order to obtain the use .if bi-ake apparatus ou ea)
ing interchanged, it ^
condition of the freight l.iii . ~
many foreign cars, witli
The question arises, as tn
cost of the work. It is , , i.i,
period of railroad affairs, liiu aii-i
cars is coming to be eousiUerei
pai*t of a freight car as a door or ;
without either, but thev were
should be in a condition to fullill i
admitted,
owner of
when found
ing the freigh
to obtain t
system of inspect
This should be in^
change. It should
The object will li. i
freight brakes. aiL.l ,
necessary repairs .iii^
work, which shall be
but not lai-ge enough
Freight cars equipped with air brakes may be re-
fused when the brake apparatus is not in good "working
order. To be considered in good working order, the fol-
lowing conditions must be fulfilled :
(a) Cylinders and triples must have been cleaned and
oiled within six months.
(b) Cylindei-s must have been oiled within three months.
(c) Pistons must be adjusted so they will move not less
than four or more than 9 inches.
(d) Triple valves and auxiliary reservoirs must be free
(e) Air hose must be coupled with another car, or coupled
properly in the coupling hook.
(f) Brakes must apply and release instantly upon the
proper movement of the engineer's brake valve".
(g) Pipe, connections, and all attachments must be abso-
lutely free from leaks.
(h) Dates showing when cylinders and triples were last
ed must be marked plainly on cylin-
cleaned, oiled and 1
(j) .Ail parts of brake rigging must
ordance with rule Xo. 3, section S, of
M. b.
When found on foreign roads in condition not fulfilling
requirements in rule 1, the follo\ving named defects may be
repaired or remedied, and bill rendered against the owner :
Cleaning and oiling triple valve. Cleaning .ind oiling cyl-
inder. Taking up slack in connections. Putting new nib-
leaks in pipe. Keplacing triple valve gasket! When de"-
fects exist that are gi-eater than ahnvi- mentioned or which
would not be covered by the prices allowed, the air should
be cut out and the owner notified.
m.
Prices for work done shall be as follows :
Cleaning and oiling triple valve, cleaning and oiling cyl-
inders, taking up slack in connections, putting new i-ubber
seat on emergency valve, when necessary (when leather
seat is found it must be replaced by rubber seat in all cases) .
50c.
The above price to cover the first three items or all four.
Repairing leak in main pipe when section of pipe must be
removed, 35c.
Repairing triple valve gasket, 30c.
IV.
When work is done on brakes on foreign cars and tests
are made, cars shall be marked as follows :
On the side of auxiliary resen-oir, nearest side of car,
stencil plainly in 1 in. letters "TRIPLE CLEAiN'ED" on
upper half of reservoir and "TESTED" on lower half.
When triple valve has been cleaned and oiled, mark in
chalk, under above, the date when done, and when brakes
have been regularly tested on a test track or at shop, place
proper date under the word "TESTED.''
A reservior should look thus:
TRIPLE CLEANED.
TESTED.
order named.
Bills for air brake work done shall embody all r
information as to nature of work done: Numbers
and date last oiled and cleaned,
tialsof cars, date and i
shown on cylinder.
ould also recommend for local inspec-
Yoiu' committee
>u the adoption by all roads of the plan of hav
ore points on their line where there shall be a special
track or tracks set aside for the testing and repairs of ail'
brakes. There should be at this point a full equipment of
stationai-y boiler, air pump, reservior, engineer's valve, and
such convenient connections as will enable cars to have
the ail' brake thoroughly tested on any part of the track.
The foUomng classes of air brake cars should be switched
out on this track ;
Fii-st— Home road cars which have not had cylinders
oiled for over three mouths, or the triple valve or the cylin-
iix months, excepting only cars of above
k, perishable or time freight.
i with brakes defective or in orpera-
;, except cars with stock or time
der cleaned for
class lojided with :
Second— Home
five from any c;
freight.
Third— Foreign
machines are made by this company. lU production
of tools o! new design and increased power and ca-
pBiCity has followed close upon the constantly enlarg.
ing demand. The steadily Increasing size and thick-
ness of the sheets of iron and steel produced by the
mills has been paralleled by the increased power and
capacity of the Long & Alstatter punching and :
ing machinery.
The multiple punches built by this company will
punch any desired number of holes through sheets of
any thickness at one stroke. The demand for those
machines for tank work for the storage of petroleum
in connection with pipe lines has been for years con-
tinuous and larg-e.
I.— Fr
s with brakes defective or inoperativ
IS which have not been tested sine
ue and foreign, with brakes in-
1 passed ou account of perishable
k, should be put on test track as
Sixth— ^Ul empty ears which have not been on the test
track of the road upon which the cars are within three
mouths.
All ears set on ail- brake test tracks shmih
plied on them, at regular train pressure, an.
made for leaks, for amount of movem.-i.t ..|
ness of response to the movements ..f iul-iii.
the dates, showing when c.ylinder and ici).;.
cleaned and oiled. Cars should th.n li. p!
when huiiu
hook of du
jiuing the
The Long & Al.statter automatic spacing and punch-
ing machines will space and punch holes in sheets up
to 20 feet in lengtli and from 8 to U inches thick.with
any pitch desired up to one-thousandth of an inch.
A style of automatic punching machine which em-
braces the principle of the multiple iiunching ma-
chine feeds the sheet so that successive rows of holes
are automatically spaced and punched. An automatic
stop which gives the operator the time necessary to
adjust the work between strokes is applied when de
sired to all the machines. The stopping may occur at
any part of the stroke. The machine can be run
without the stoj) if desired.
Machines for bridge works, ship yards, boiler
shops, etc., arc made with a steam engine attached to
and forming a part of, the machine. This avoids the
'.ectmn P'^<"^'*sitJ' of connecting with line shafts, etc., requii-
.iuick- ing only a steam pipe for operation. The engines are
I'e.r'or "' special design, being simple in construction and
i.Vition ■'"''■'y substantially built, so as to stand rough and out-
of-door usage.
! u'c! if ^ "^ illustrate one of a line of heavy.single steam driv-
1 licre- en machines designed for general piM'|)Oses,ptmchingor
i 'niav *''is'"'i°&- It '"^ a 48-inch throat, and can punch up
. ani to four inches in diameter through sheets up to two
^'■jj'^i inches thick.
The company is able to fill orders very promptly,
whether for machines of standard sizes and styles or
of special designs.
and
HEAVY PirSCHIWO AKD SHEAEINO TOOLS
The Long i: Alstatter Co. helps to make Hamilton.
O., one of the greatest small cities in this country.
Many years ago this company was only one among
hundreds of other similar concerns In the United
States: now it stands almost alone so far as its peculiar
lines of manufacture are concerned, and is one of the
great manufacturing concerns of the United States.
About 350 sizes and styles of punching and shearin
, little
ghtmg arrangement for draughtsmen
and other night workers has been developed by Mr.
.lohn H. Webster, superintendent of the Standard Re-
fining Co., of Boston. It is an incandescent lamp
jilaced on the forehead and held there by a loop of
insulated wire held taut by a rubber band, the wires
leading to a convenient electric connection. The
usual l(i candle lamp can be used and not found too
heavy.but an x candle lamp would give sufficient light
when in such a position to bo controlled absolutely by
the operator. These lamps have been worn several
hoiu's at a time without trouble. The uses to which
this appliance might be put will readily suggest them-
selves.
THK RAILW^AY MASTER MECHANIC.
AUTOM\1I(- \tTl\PPINt MALHINE
The Cook patent automatic nut tapping maciiine,
shown in our engraving, is designed to automatically
tap square or hexagon nuts. It consists of five dis-
tinct parts. First, the hopper or receptacle into which
the blank nuts are thrown, and which discharges the
nuts automatically into the straightening tube; sec-
ond, the straightening tulje, for bringing the nuts into
position for the automatic feed mechanism; which
holds and prevents them from turning while they are
started on the tap, and until the process of tapping
finished, when they are di'opped from the discharge
spout into the receiving box: third, the chuck or
mechanism for holding and revolving the tap, so de-
signed as to permit the finished nuts to pass over and
ofT the shank of the tap without removing or revers-
ing it: fourth, the base of the machine, which con-
tains the parts necessary to give movement to the
feed and lap chuck, and, fifth, the pump which sup-
plies the machine with the necessary lubricant for
tapping and cooling the tap. This lubricant passes
through separating pans, and after being strained of
all chips and foreign matter, is used over again with-
out unnecessary waste.
The machine is made in four sizes, capable «f
threading nuts from the smallest to nuts with li in.
two or three chucks
hole, and it is made
taps.
The machine requires no attention except the fill-
ing of the hopper with nuts, and grinding the taps
when they become dull. The taps are kept perfectly
cool by the lubricating system used. One man can attend
to ten or twelve of these machines without difficulty.
The capacity of the machine varies according to size
and quality of nuts to be tapped. Taking i in. square
nuts for instance, one tap will thread from 20 to 30 per
minute, the number depending somewhat upon the
quality of the nuts. All operations are performed
automatically, hence it is impossible to miss a nut.
Each additional chuck or tap proportionately increases
the capacity of the machine, without increasing the
cost of labor. The limitation of the tapping capacity
of the machine is determined by the strength of the
tap.
The machine is very simple in construction, has no
complicated adjustments, as is not subjected to ex-
cessive wear, and its construction prevents chips from
getting into the working parts. The Capitol Manu-
facturing Company, of Chicago, who are the sole
manufacturers of the machine, have one of them con-
tinuously at work at their shops, 125-137 Rees street
and parties interested in this class of machinery can
there see it in operation.
GOSBIF ABOUT HACHINE AND CAB SHOPS.
The Chicago & Grand Trunk Railway Company will soon
commence the erection of a la: ge roundhouse at Port Huron,
Mich.
The establishment of machine shops at Lexington, Ky.,
by the Newport News & Mississippi Railway Valley Com-
pany is said to be contemplated in the near future.
The Chicago, Rock Island & Pacific Railway Company
has purchased 300 acres of land at Des Momes, la., upon
which it will erect extensive shops.
The Danville & Kast Tennessee Railway Company eon-
templates the erection of repair shops at Damascus, Va.
The Philadelphia & Reading Railway Company has re-
cently purchased a tract of land at Reading, Pa., upon
ild large car shops.
The Cleveland, Cincinnati, Chicago & St. Louis RaUway
' Company has prepared plans and specitications for new ma_
chine shops, to be erected at Bellefontaine, O. The com.
pany owns thirty acres of gl*ouud there, and has options on
fifty -five acres additional. Bellefontaine is to be made a
division terminal, and roundhouses, shops, yards, etc., will
be buUt. The town has issued 1100,000 of bonds to secure
the location of the shops at that point. This company is
also making arrangements for the establishment of new
shops at Linndale, about foiu- miles out of Cleveland.
It is stated that the Chicago, Milwaukee & St. Paul Rail-
way Company will remove the shops, as well as the ofHces,
of the Southern Minnesota division to La Crosse, Wis.
The Central Railroad of New Jersey will buy 70 acres of
land at Elizabethport, N. J., east of its main tracks, for the
purpose of transferring its repair shops from the more pop-
ulated section of the city. It is proposed to concentrate the
repair work done now at various points on the road.
The Louisville Southern Railway Company, which is
part of the East Tennessee, Virginia & Georgia system, will
establish repair and machine shops at Louisville, Ky.
The Kansas City, WatMns & Gulf Railroad Company
have made a proposition to the citizens of Lake Charles,
La., to establish their car and repair shops at that place on
condition that they be gi'anted a bonus.
The Pullman Palace Car Company has closed a deal for a
lai-ge manufacturing site in St. Louis, upon which it is in-
tended to ei'ect shops to take the place of those which were
recently destroyed by fii*e. This purchase covers an area
about four times gi-eater than that formerly occupied by the
company. The price paid aggi-egated $137,000. It is stated
that fully 1,000 men mil be employed in the new plant
which will soon be commenced and pushed to completion
without delay.
The Gould Coupler Company has had plans prepai-ed for
an extensive plant at Black Rock, near Buffalo, which
will be operated in conjunction with the Gould steam forge.
When completed the company's foundry will, it is said, be
the largest in the United States. The founding shops will be
060 ft. long and 80 ft. wide, the anueuliug room, 520 ft. long
and 80 ft. wide, and the shipping, tumbliug and core rooms
yrill each be 125 ft. long and 80 ft. wide. All of the buildings
will be of brick. The company will build at first a section
of 370 ft. of the moulding shops and as soon as that is fin-
ished and ready for business the remainder will be built.
The new structures have been so an-anged that if a steel
plant is needed it can be built without any stoppage of
work. The shops employ 1.50 men, and will, when the im-
provements are completed, employ all the way fi-om 1,000
to 2,000 hands.
The Elliot Frog & Sivitch Company of East St. Louis,
111., will soon enlai'ge its works by an addition 40x140 ft.
The National Lock Washer Company, Newark, N. J.,
are erecting a new factory at the corner of Herman and
Johnson streets. The building now under eonstiniction is
85x133 ft., two stories in height, built of brick and so con-
structed as to allow of an addition of two more stories.
Adjoining will be an engine and boiler house 40x48 ft. to be
equipped with a 00-hoi'se power engine and a 100-horse
power boiler.
The West Virginia Central & Pittsburgh will probably
erect new cai* shops at Elkins, W. Va., in addition to the
machine shops already located there.
The Georgia Pacific Railway Company is building a new
24 stall roundhouse at Birmingham, Ala. The building is
of brick with an Iron roof.
The Georgia, Cai-olina & Northeru Railway is contem-
plating the erection of machine and car shops near Atlanta,
Ga., and the company has secured an option of SO acres of
land as a site for the shops.
The plans for the general machine and repair shops of the
Wheeling & Lake Erie Railway Company are now being
prepared. The new shops wUl be located at East Toledo,
Ohio, near the famous Craig ship yards. These shops will
employ about 350 men when completed.
THE RAILAVAY MASTKR MECHANIC.
Detail.
TROLLEY CAR DOOR.
providing- that 10 per cent, be added to cost of ma-
terial and labor.
Rule IS.
Amended so as to allow that two adjacent sills may
be spliced (pi'ovided both splices are not within 12
' ' if o
Tiule 21.
Amended by providinff that a penalty of 25 cents
per day shall be charged against a parly destroying a
car and failing to give notice to owners with 30 days.
liule 22.
The same penalty was made as in rule 21 , to take
effect when the time limit of 60 days has expired.
The revision of the settlement of prices of new
eight-wheeled cirs was referred to the arbitration
committee of the Master Cai- Builders' Association.
The club recommends to the National Association
the adoption of a uniform uncoupling attachment, and
that the automatic car-coupler companies be com-
pelled to stamp their name on each knuckle in a con-
spicuous place for inspection.
In reference to the first proposition, Mr. Bronner,
at the wish of the president, moves that the club rec-
ommend the adoption of a uniform uncoupling device
for the M. C B. type of coupler, and that it uncouple
preferably from above with the handle on the left-
in I'egard to marking couplers was agreed to.
THE a. & C TROLLEY CAK DOOB.
The experience of the last few years has demon-
strated the requirements of a freight car door to be
that it shall be strong, spark-jn'oof, of simple con-
struction and few parts. These are all claimed for
the new Q. & C. trolley door, which is shown in our
illustrations.
The best malleable iron is used for hangers, wheels,
stops, etc., and the steel ti-ack, made of one piece for
any width of door, is applied so that no screws or nails
can possibly come in contact with the running parts
of the door. A complete housing cap is made of metal,
with malleable iron ends, riveted together and ready
for application.
A new feature is supplied in malleable iron guides
and wedges for the bottom of the door which, by
their construction, offer also a thorough lock when
the door is either open or shut, saving all damage by
door slatting. Blue ]>rints in detail are now ready for
this new door which is offered by the Q. & C. Co.,
successors to the Dunham Mfg. Co., 703Phenix Bldg.,
Chicago.
PKOPOSED ALTEKATIONS IN THE INTEECHANGE RTTLES
ETTLES-ACTION OF THE CENTRAL RAILWAY CLUB
At a s(>ecial meeting of the Central Railroad Club
held in Buffalo, April 8. the rules of interchange were
discussed and the following recommendations made to
the arbitration committee:
RuXt S.
Section h made to read:
Seams 2 in. long or over at a distance of 'a in. or less
from the throat of flange, or seams h or more inches long on
any other point of the tread.
Section c.Omit word "flat" before spot. Make
limit of size of spot 4 in. instead of 2i in.
Section d. Amended so as to refuse a wheel with
flange 1 in. or less in thickness.
Section h. Limiting size of chip made 2 in. instead
of U in.
Section s. A clause was added providing that if
brake shoes were ! in. or less in thickness at center,
they shall be replaced at the expense of owners of car.
Section u. Clause 7 was amended by adding a sen-
tence providing that cars will be accepted with one
bolt in each draft timber broken, providing the others
are effective.
It was also voted to incorporate in section u the
conditions decided upon at a former meeting under
which M. C. B. couplers would be accepted. It was
decided in this connection that all trunnion couplers
having ribs or guides broken off not to exceed 1* in.
back from front be accepted. It was also decided to
recommend that all couplers having defects not mak-
ing them unsafe be accepted.
Section y was amended to read as follows:
Cars mth dooi-s missing or broken so as to render con-
tents of car liable to damage from sparks or storms, or
with door shoes worn or loose so as to allow the door to
swing outwardly.
The committee recommended, as a further addition
to rule 3, the action heretofore taken by the club in
reference to center bolts and plates. Adopted.
Rule 4.
The following substitute for rule 4 was offered by
nui 111- UMsaf.' to trainmon must be accepted, but in such
rases tiR' (oinpaiiy In whoni such car is offered may require
that a iiffi-i;t carii stiall hv securely attached t« the car with
four tacks, preferablv on the outside face of intermediate
sill, between the timbers, but no defect card shall be re-
■ quired for old defects on foreign cars by the receiving road.
Companies shall be required to card only their own cars
for old defects.
A second paragraph was offered providing that if
the party offering a ear refuses a card, or to repair
the car, they must pay for the transfer of such car.
Rule 5.
Amended by striking out the words permitting the
use of an idehble pencil.
Rule 6.
Amended so as to provide that the card attached
to a car must show both shop and running repairs,and
that only cars carded with the M. C. B. form of card
will be accepted.
Rule 7.
Amended so as not to require that the owner of a
car shall be notified before it is repaired, when the
roof has been lost nn account of faulty construction:
alsi. scitint'- fmtli as defects for which 'owners are re-
sp"nsi!i. !i! il:. -a. Is and shoes worn out, cracked
pcil -• I - ai.-s broken through platfs or
I'iiiL ' - and column castings broken, bol-
st.is ami -i.iiii_ :anks broken, spread trucks, loose
sheathing' on side nf car, loose roof, ends of car bulged
out, car low on trucks when wheels come in contact
with intermediate sills, broken truss rods on trucks
and body, broken bolster and journal box springs,
loose dead blocks, running bad order or insecurely
fastened and broken center plates and broken or miss-
ing center bolts, when necessary and due to ordinary
wear and tear and not to an accident.
Rule 0.
Under the head defining the conditions under
which axles when changed shall be charged to the
company owning the car, the rule was amended by
adding "collars broken or worn off."
Ruh 10.
The following was added to rule 10.
Cars belnijeiiiL' 1 '' private companies having drawbars
breki I t ' '1 by one company to another with-
The rule w;ts further amended by making owners
responsible for damages resulting from inferior ma-
terial or workmanship, and striking out the clause
PERSONAL.
Ml-. Darius Goff, the founder of the firm of D. doff &
Sons, manufacturers of mohair plush and other specialties,
died at his residence in Pawtucket, R. I., April 14, at the
ripe age of eighty-two. Mr. Goff's ancestors were among
the earlier New England families and his career exemplified
the ability, energj-, success and high moral characteristics
which are associated with the typical New England busi-
ness man and citizen. The Ann began the manufacture of
mohair plush in ISS'.' and has met with much success. The
management of the business will probably not be affected
in any degree by the death of Mr. Goff. Messrs. Darius L.
and Lyman B. Goff, sons of the deceased, have been in the
active management of the business and will continue to
conduct it as heretofore.
Mr. Samuel M. Rowe has resigned his position as chief
engineer of the Atlantic &, Pacific and vnU begin May 1 the
location of a narrow gauge road to run from near Coolidge,
N. M., south into the Zuni Mountains. This road and its
branches will be about 100 miles in length and is built to de-
velop the immense lumber interests of the district through
which it is to be constructed. Mr. Rowe has attained a
high reputation by his construction of the great canti lever
bridge of the Atlantic & Pacific road at The Needles. He is
peculiarly well fitted by his experience to take charge of
the department of maintenance of way and the road which
secures his services for that position \vill be fortunate.
The death of Mr. Geo. R. CampbeU, president and gen-
eral manager of the Campbell Frog & Crossing Works,
Bueyi-us, Ohio, is announced. Mr. CampbeU had for many
years been roadmaster of the Toledo & Ohio Central rail-
way, at Bucyrus. He was the inventor of the frogs and
crossings manufactured by the company bearing his name.
The many friends of Mr. Ross Kells, superintendent of
motive power of the New York, Lake Erie & Western
Railroad system, will be sorry to learn that he is seriously
ill at his home in New York City. The health of Mr.
Kells has not been of the best for several months, but he
has a strong constitution and a brave spirit, and will make
a good fight, and, we aU hope, a victorious one— for entire
recovery.
Mr. M. S. Sullivan has been appointed master mechanic
of the Louisville Southern road, with headquarters at Hai-
rodsburgh, Ky.
Mr. Frank C. Smith, who some months ago went to the
Santa Fe road us assistant to Superintendent of Motive
Power Player, h.-us resigned that position, and is now located
at his home, Delaware, O.
Mr. Robert (Juayle, who has attained a considerable rep-
utation as division master mechanic of the Chicago &
Northwestern at Clinton, Iowa, has been appointed to the
position vacated by Mr. John Hickey as master mechanic
of the Milwaukee, Lake Shore & Western railway, with
headquarters at Kaukauna, Wis. Mr. Quayle h.-is hosts of
friends who will be glad to learn of his apiwintmcnt to so
responsible a position.
Mr. S. B. Tinker, master mechanic of the Cincinnati.
Wabash &, Michigan Ry., is dead.
Mr. Frank Bruce, formerly master mechanic of the Chi-
cago, Santa Fe & California, at Fort Madison, Iowa, and
ater master mechanic on the Union Pacific at Armstrong,
THE RAIL\VAY MASTER MECHANIC.
Kansas, has been appointed master mechanic of the Chi-
cago & Eastern Illinois railroad at Danville, HI., vice Mr.
C. J. CUfford resigned.
Air. F. W. Sargent, who has for several years filled mth
signal abilit.v the position of engineer of tests of the Chi-
cago, Burlington & Quincy railway, has resigned that posi-
tion to enter private business. He has accepted the posi-
tion of mechanical engineer of the Congdon Brake Shoe
Co., a position for which he is especially adapted, not only
by reason of his high technical att;uimient, but by reason
of his active connection \vith the Burlington brake tests
and the later braise shoe tests.
Mr. Thomas Fildes, recently general foreman of the Chi-
cago & Erie at Chicago, has been appointed general fore-
man of the Lake Shore & Michigan Southern railway, and
will assume his new duties May 1. He vrill have direct
charge of all the Lake Shore's cai- work and car inspection
at Chicago and on the road to and including La Porte,
Indiana.
Mr. J. J. Tomlinson has resigned the position of master
mechanic of the Gulf. Colorado & Santa Fe to accept
similar position on the Mexican Northera Railway.
In a foundry or similar establishment in which usi
is made of a pressure blower for blowing cupola o
forge fires, the need of independent power for driv
ing the blower is often experienced. To meet this
requirement in the simplest manner, the B. F. Sturte-
vant Company, of Boston, Mass., have recently de
signed and placed upon the market a special arrange-
ment of their well known pressin-e blowers, consisting
of a blower placed upon a bed on angle iron, which
forms at the same time a portion of the bed of an up-
right engine and connects with a support to which is
attached the outboard bearing for the engine shaft.
The entire arremgmeut is very clearly shown in the
accompanying cut. It will be noticed that the blower
is adjustable upon the bed by means of the bolt and
nut shown immediately beneath the outlet of the
blower. By this means constant and equal tension
may at all times be placed upon the belt, avoiding ser-
ious wear and tear and the necessity of frequent stop-
pages for relacing or tightening the belts. The
blower is prorided with a telescopic outlet so that it
may be moved without in any way affecting the posi-
tion of the pipe with which it connects. The blower
is tightened in each i i^lividual position by small bolts
passing through the i..et and clamping up underneath
the angle iron. The engine is of the same design as
the Sturtevant automatic upright engine and is pro-
vided with a single piston valve, which is balanced
and provided with an automatic arrangement for re-
lieving any excess of water in the cylinder.
The lower portion of the engine, or the base, forms
a basin in which the oil and water may collect, and
which may be removed through a pipe inserted in the
bottom, and the light doors or plates shown may be
easily removed and the connecting rods made readily
accessible. The double crank is accurately counter-
balanced so that stesidy running is assured at the tab-
ulated speed.
The crank pin is of lai'ge size and is oiled from a
stationary sight feed oiler attached to the frame of
the engine, and all the stationary oil cups have sight
feed, and those upon the moving parts are tightly
clised to prevent loss by leakage. The shaft of the
engine is extended so as to carry the two large band
wheels from which the belt passes directly to the
small pulleys on either side of the blower. The
outboard bearing shaft is of the Sturtevant brush
oiler box pattern, allowing it to be run constantly
with only occasional attention. The speed is regulated j
by a Waters governor as shown, or when desired, by
a special shaft governor forming part of one of the I
band wheels. Thi- entire arrangement is readily poi-t- I
able, and its adoption renders the blower independent
of any other source of power so that it may be run
only at stated times.
The now i-oundhouse, machine shop, and blaclismith shoj)
of the Memphis & Charleston Railroad at Sheffield, Ala., '
are no%v completed. ITie office building is nearing comple-
tion, and work will soon be commenced on the woodwork-
ing shops. It is desired to have the plant in operation by
May l.'i.
SUPPLY TRADE NOTES
— A new hydraudlic packing has recently been put on
the market by the Chicago Rawhide Manufacturing Com
pany, and it is spoken of very favorably by those who have
used it. It is well known that
neither the solid nor the fibrous
parkings in general use are as
'a' -!,irt,.ry as is desirable.
^ I'.K kings become too hard
I' rrkiug elasticity, fail to
ill i.>t tlicmselves to compen-
sate for wear. Fibrous pack-
in i^s are usually comparatively
-hort lived and must be con-
tinually "tinkered" %vith and
frequently replaced. The new
packing is called " Mabb's
hydraulic packing,'' and is
made of strips of rawhide. The method of ci.ring which
is the trade property of the Chicago Rawhide Manufactur-
ing Company, impregnates the rawhide with grease, so
that it becomes almost anti-frictional. This quality of the
packing results in a noticeable saving of power. The pack-
ing is made either round or square, and of any desired
size. Those who having trouble with the packing of
hydraulic plungers, pistons, pistons rods, etc., wiU do well
to ti-y this new material.
—The Chicago branch of the B. F. Sturtevant Company,
manufacturers of blowers, exhaust fans, di'ying apparatus,
has been moved to No. 16 South Canal street, where larger
quarters have been secured.
— In answer to a coiTespondent, who foxmd that the
boUer which he had charge of was rusting above the water
line, the Stationary Engineer offers the follo"wing advice:
" Scrape off the rust and paint the surface with a mixture
of paraffine oil and plumbago, or Dixon's graphite paint.
An application of either of these mixtures wm prevent any
further i-usting and vrili do the boiler no harm."
—A finely illustrated 200-page general catalogue of blow-
ers, heating and di-ying apparatus, portable forges, engines,
etc., has just been issued by the B. F. Sturtevant Co., Bos-
ton, Mass. It is devoted principally to the general line of
goods and methods of introduction, as special catalogues
are published relating to the different departments of work
The value of the catalogue to engineers is well voiced in
the "Introductory," from which we quote: "The fli-st |
comprehensive and authentic tables and diagrams relating ;
to the action of air under pressm-e and to the speeds, pres- '
sures, capacities and powei-s requii'ed upon all classes of
blowere were pu.blished in our celebrated catalogues of 1S70
and l.Sr:). The information and tables therein contained
have formed the basis of aU computations upon the move-
ment of air by fans and have been extensively copied, but
not originated, by other manufacturers. The constant de-
mand by engineers for these tables has led to their careful
revision and the introduction of much new material, and
they are here presented as the only authentic data pub-
lished relating to fan blowers." The catalogue bears
marked evidence of the prosperity of this concern and of
its thorough acquaintance with the branch of engineering
in which it leads.
—The Yale & Towne Manufacturing Company, of Stam-
ford, Ct., have increased their facUities neariv 100 percent.,
and are now able to flU aU orders for locks and ait hard-
ware promptly as placed, and announce that the delays
which have heretofore occurred from the great demand for
these goods wUl in no case be repeated. Subjects from spe-
cial designs will be executed in as short time as the char-
acter of the work ivill permit.
—We are in receipt of a copy of the catalogue and price
list recently issued by the well-known firm of the Crosby
Steam Gage & Valve Co. of Boston, Mass. The eata-
alogue is neatly printed and substantially bound, and con-
tains illustrations of the various articles manuf.ict ured by
this company, among which we may mention pressure
gauges of aU descriptions, steam and test gauges, revolu-
tion counters, locomotive and maiine clocks, test pumps
and tcstmg apparatus, gauge glasses, steam whistles of dif-
ferent kinds, pop safety valves, lubricators and oil cups
steam engine indicators, besides many other derices of
value to steam usera.
—The office of the Consolidated Cai--Heating Co in Chi-
cago, will after May 1 be at No. 800 Phenix Buildin" in-
stead of No. 616. Raihroad men are always welcomed at
room 200 to inspect the glass and other models of he.iting
devtces of the Consolidated Co., which ^viU thero be found
on exhibition.
-Crerm-, Adams & Co. have sold for the Harden Hand
Grenade Fire Extinguisher Co. of Chicago to one railroad
company, the C, M. & St. P.,250 dozen, quart size, grenades
and a large order to the C, R. I. & P. Ry,
—It will be remembered that some time ago we "ave a
brief notice of the Serve ribbed boiler tubes. These" tubes
have been
given a comparative test at Elizabeth, N. J., dur-
ing the past month, under the superrision of Mr H B
Roelker. To-day trials were give,, ,.ach to plain tubes ^vith
a natui-al draft, plain tubes with forced draft, ribbed tubes
with a natural draft, and ribbc.l tub.s with f..iccd draft
We expect to publish the resii-.. I i, . ,t, „, ,,„,■ ,',..xt
issue. Experience abroad wii' ,, , , „ ,i
notable gains through their u~ [ . ,, ^:„..
work, ami 'h. r.iM,. L\.mis .^' .Meilii,-r-
- adopted them after two yeary of ex-
''■' ~' ' ' "' ' I" "ts. Ml-. C. W. Whitney, of SI Fiilton
~ ' ' "i !". i s the sole agent for these tubes for the
-.Mr. John L. MUos, of Camden, N. J., has just delivered
the thu-d one of four new car floats contracted for by him
for the Philadelphia & Reading Railroad Company" The
floats are built to carry eight ears each. All of the 1,000
box cars and 50 stock cars ordered some time since from the
Pulhnan Company for the PhUadelphia & Reading Railroad
have been delivered, and the Pullmans are going on i-apidly
with the delivery of the twin hopper gondola cai-s con-
^HESSirUF, BLOWER ON AD.R'STIBLE BED WITH COMBINED UPRIGHT ENGINE.
THE RAILV^AY MASTER MECHANIC.
traded for.
Doi-stomusl
of Miltni,, ['
KeadiiitjC.ii
!■ "lik-h
"■1)1^ .:■• --I .1- lihi.l.i-d,
& Woslcru raUroiul have,
ise of the Gold system of
decided to equip the
—The Delaware, Lackawaui
after a three winters' practic*
steam heating for passenger
whole of the remainder of their passenger rolling stock
ward of 300 cars) whether ninning in New York state (
states where the law does not compel them to use other
means of heating than the live fires in the stove. In con-
nection with this we are informed that it is practically
proved that the Gold storage heater system and duplex
double coil system work to great satisfaction together,
that is, that a train may be composed of several cai-s, some
equipped ivith one system and seme with the other, and all
cars are heated comfortably. The Boston & Maine Railroad
have also given the Gold Car Heating Company an order
for equipping a number of cars after having made a practi-
cal test on one car. The Gold Company are also very busy
equipping cars for and shipping material to the following
roads : New York, Lake Erie lS: Western ; New York, New-
Haven & Hartfiinl ; I'liiiusr.. .>i East.-n. Illinois; New York
&Noi-tli.T!. \\v,-,.: N. ,, I,.,;, ,,, 1', , i.svlvania. They
alsoliii,. . _ i^hops: Pull-
man Pa .:. I . •. , \ . , w ..■:;on Mfg. Co.,
Barney .^ Sii.iin M;- l'. . . I ..,i. i.'.i l .i: I ... Ohio FaUs Car
Co.
—On February 23, as a train on the Baltimore & Ohio
Southwestern was side tracked to let No. i pass at Reming
ton, Ohio., No. 4 came around the curve before the other
train had got clear of the main track at such speed that it
was impossible to stop it and scraped the side of the third
car of the side tracking train for about 12 ft., catching the
fourth car under the comer, turned it over on its side into
the ditch. Two ladies were seriously injured and several
other passengers and the conductor received cuts and
bruises. This car was equipped with the Consolidated Car
Heating Company's fire-proof heater which heater was lo-
cated in the corner struck by the engine. Though the
heater was somewhat loosened from its fastenings, lifted
and tipped, it was but lightly broken, and notwithstanding
a brisk fire was burning in the heater, no conflagration
took place. Had the car been equipped with an ordinary
heater, the trainmen say nothing could have prevented the
cai- from burning.
—Mr. Chiirles E. Billen, formerly with the Pencoyd Iron
Works, has been placed in charge of the new bridge and
structui-al department of the Pennsylvania Steel Company
at Steelton, Pa.
—The Samson Cordage Works, of Boston, have been
making a considerable increase and improvement in their
card room. They have given a great deal of attention to
this department, as they consider that the making of their
own yams, thus insuring the best, has been a l.irge factor
in the success of the "Samson" cord.
—The handsomest and most complete price list of rubber
goods which ever came to the otHce of The Raii.w.vy
MA.tTEK Mechanic is that just issued by the Boston Belting
Company. The cover is very tasteful in design and colors,
the cuts are fine and clear, and the little book has a full
index. Much iufoi'mation in the way of rules, formulas,
etc., is given for the benefit of users of belts.
—At the works of the Burden Iron Co., Troy, N. Y., are
110 heavy doors which have to be raised and lowered daily,
and the best plan for operating them was carefully consid-
ered. It might be supposed that countcrweighttng offered
the best and simplest means, but after taking questions of
cost and convenience into consideration it was decided to
fit eai-h door mth a Weston triplex chain blo<-k, and thus
treat the doors just as if they were any other weight. This
plan saved the cost of counterweights, which alone would
have been a serious item, and also made the construction of
any special appliances unnecessary. The high efHciency of
the triplex block makes the labor ot raising the dooi-s pro-
portionally light, and since the load is sustained at any
point no additional mechanism is needed, and the service is
performed in the simplest and best possible manner.
—Mr. H. O. Nourse. late of the Martin Anti-1' ire Car
Heater Co.. has accepted the position of general agent of
the Drexel Car Coupler, of Chicago, the offices of which
are in the Rookery building. Mr. Noui-se was known as a
hustler while in the railway service, and has fully main-
tained that reputation ever since he has been in the supply
business. The Drexel Car Coupler Company may count
iUelf fortunate in securing the services of Mr. Nourse, all
of whose numberless friends will heartily ivish him suc-
cess in his new field of work.
—A. S. Males & Co.. dealers in railway equipment, of the
Aetna building. Cincinnati, have just published their four-
teenth catalogue of railway material which they have for
sale. It is a 'JS-page pamphlet, and cx)mprises descriptions
—The Erie road is receiving five 50-ton six-wheel switch-
ers from the Cooke Locomotive Works. These engines,
which are to go on the Chicago & Erie division, are
equipped with fire pumps. The Erie also shortly expects
twenty Baldwin ton-whcelers, designed for passenger or
freight work. ♦
—The illusu-ated catalogue for 1891 of the Garry Iron and
Steel Roofing Co., I'yi Merwin street, Cleveland, Ohio, is
filled with just the information which those require who
contemplate using sheet iron in the construction of build-
ings. The history of this company is co-incident -nith the
development ot the use of corrugated and other forms of
sheet iron and steel for roofs and buildings and it is able to
meet any want in these lines. The little pamphlet abounds
in well executed illustrations and has an index which adds
much to its usefulness.
— Messi-s. B. M. Joucs & Co. the agents in this country
for the celebrated Mushet steel and Taylor iron have estab-
lished an ofiice at 193 Liberty street. New York City. .T. E.
Mayuard, Jr. has charge of the new office.
—On and after May 1, 1891, Mr. Robert Barry, foi-merly
e;vstem superintendent of the Pullman Palace Car Com-
pany, and at present connected mth the Safety Car Heat-
ing and Lighting Company of New York, will represent
the Railway Lighting and Manufacturing Company (own-
ers of the Frost dry carburetor system of car lighting) as
thii-d vice president, with headquarters at Atlanta, Ga.
— The Buda Foundry & Manufacturing Company, form-
erly at Buda, Dl., manufacturers of wood wheel, hand,
and push cars, switch stands, railway castings, etc., has
built a new plant at Harvey, 111., a suburb of Chicago. It
is a vei-y complete plant and much larger than the old one
occupied at Buda.
—Mr. Ira B.Kegler will on the fli-st of May sever his con-
nection with the Boyer Railway Speed Recorder Co. Mr.
Kegler is a gentleman who is very well liked wherever he
is known, and leaves the Boyer company mth the best
wishes of Manager Geo. H. Poor.
—The Congdon Brake Shoe Co. is fortunate in securirg the
services of Mr. F. W. Sargent, for several .yeai's engineer
of tests of the Chicago, Burlington & Quincy railway. Mr.
Sargent, with the title of mechanical engineer of the Cong-
don company, will take charge of the advancement of that
company's ideas as to stjindards of construction and appli-
cation of brake shoes.
—Messrs. Coolbaugh.McMunn & Pomeroy have published
a very valuable little set of memorandum sheets upon which
to inscribe data regarding locomotives. The sheets beai-
skeletonized drawings of locomotives of various types ivith
unfilled dimension lines, and also tables of the leading spec-
ification details, with blank spaces which can be filled in at
will. The sheets are neatly hound and are ot a convenient
pocket size, and will prove invaluable to anyone gathering
data regarding leading locomotives.
—The Consolidated Car Heating Co. has issued a very in-
teresting brief presenting in logical form the essential fea-
tuj'es ot a perfect steam coupler, and the reasons why such
a coupler should be adopted. It is one of the best presenta-
tions ot a business man's arguments tor the advancement
of his ideas that we have ever seen.
—The Loivnes Manufacturing Company will build ma-
chine shops and iron foundry at Huntsville, Ala., to manu-
facture the Lowues patent wrenches and do a general
machine business. For further particulars address Lowues
Manufacturing Compan.v, box :«e. Orlando, Fla.— [Manu-
facturers' Record.
-The Damascus Bronze Company, of Allegheny, has just
increased the cap.icity of three of its melting furnaces from
'ioO to .500 lbs., its total equipment of melting furnaces now
being eight that contain 500 lb. pots and three that coiit:r;i;
250 lb. pots. The capacity of the furnace is 3,300 lti> i
mn or heat. Last .vear the company made and soM n
1,400,000 lbs. of bronzes. Its officers are W. T. Paul, pi .
dent; Frank Scott, vice president; George A. Mcl_.eaii,
secretary; O. W. Foster, treasurer, and D. C. Courtney,
superintendent. — [American Manufacturer.
and Train
As an indication of the activity of the mechanical
department of the' Pennsylvania Kailroad we may
state that during the- last fiscal year there were built
at the Altoona and other shops of that company's
lines east of Pittsburgh and Ki-ie. 132 locomotives.
2,202 freight cars, ] 10 ])ai«senger cars. 2;j haggage. ex-
press and mail cars, 398 cabin and maintenance of
way cars, and 8 refrigerator cars.
[Extract from address bv H, S. Haines at the la.sl <;,.n-
eral Time Conv.'iiHi.ii.!
TheobjtTi uliM: ;, ., .,,,!.;.„,,,, liv discipline is
the teaching: ,. , , .. ,.. ,^„„s that they
may be Ki I. l.a-h they are t«
undertake. Ihi- :, u,. -;.i;;.,v |.>uiu from which 1
propose to discuss this question of discipline on a rail-
road: thai is, look upon it as the training of certain
persons for a special purpose, the safe and speedy
transportation by rail ot passengers and freight; and
the persons whom we have in view, the raiIroa<l em-
ployes, we are to consider as pupils who are to be in-
structed and trained in the efficient performance of
this very important work.
These employes come from the ordinary walks of
life, generally before they have attained their major-
ity, not only ignorant of railroad rules and regula.
tions, but with minds uninformed and possibly with
habits already acquired ot which they must "divest
themselves to acceptably discharge the duties required
of them. They make their appearance in the railroad
ranks as track hands, as brakemen or switchmen, as
engine wipers, or as messenger boys, and are the raw
materials out of which are to be mad..- scrtiun fore-
men and roadmasters, conduii.r, <i iM.ah j,, l■^ and
masters of transportation, Icmh . - rs and
master mechanics: and I hav a luiKime
to see that from this number. li\ ,. pi -. ,a n-itural
selection, are obtained many ul Uiu.s.- who have risen
to the highest offices in the railroad service.
Beginning with the raw material which is to be
molded into serviceable shape, we have first to ask
whether this material should not be picked over, that
selected which seems best adapted foi- our service and
that rejected which is evidently unfitted for if
whether that selection or weeding out, which is inev-
itable at some stage In the discipline or training of
railroad employes, will not be facilitated and the oper-
ation made easier both to those who are to teach and
to those who are to be taught, if a preliminary oxam-
mation be made essential to the employment of all
novices in the transportation service. Such an ex-
amination, to be of value, should take the form of an
mquiry into the physical, mental and moral charac-
teristics of the applicant in a general way. and em-
brace some further t.-sts ,.f his snitahilitv for the par-
ticular bran.-h m' : i.,,,! j,-. ;,, ahhli he seeks em-
ployment- I... ,, i, , _ . , xamination. itis
plainthat a I a , - ,, out of place
^T'^^S > - - a.ing should be
detected b.i. a. .; ., i IV or property.
The e.xaui.iM ,;,. ^ search for
serious defr.i- a 's,. of sound and
vision. Tl/i- na (aaa . .r • ,, . I;| t,,,.,,vef yer-
tain educatiuii.il i,-.|i,iM '< agina-
tion should jnuvid. 1. 1, ^ . : ,', gj,
to the reputation of tia .. lal so-
briety. The flagman. ■ ■ ai, I, op-
erator should 1
write, tokf.-|i
to the publia 1
whom they >•
should be'ti sii
ing in actual -
ary e.xaminai
passed them a
portunity oil. i
the holder of a
employment o
there would be no difficulty in obtaining material'
selected for training in railroad service.
With the admission of a raw recruit into the rail-
road ranks should begin his special training for the
particular bi-anch in which he is to serve; the acqui-
sition of manual dexterity in his calling, of aptness
in obscrvin-an.l iniitaling tlH-.ipn-al ions in which he
ist.ilai;. a -a" a! .;...■„ a. -I -, . a .,;;,„ nvledge of the
!'"''"■' - ai.- hisconduct.
lak. ■ a -,a, ,a, a a ,.|,ie.,. Recall
"'.'■' |"aaa.; , 1 1, a! : I a I a 1 h:i I 1 llay might fulfil
" '' "'. ■";:' '"-• Li'-ariy iindiTstood. They are to
' I -""uispatchcr, the operator, the engineer,
'"!■ and the flagman: and in the perform-
" 'li'»i<"s»hosei-nlesare to be strictly ol>
-' ' 1 1'.', .-an vou d.-iTiiinii I his ,,f i„..n who do not
kiaa,-, :,■ - .a!., I ,,■ ti,,a- I ih.-1-efore, insist
; '"' - and esiwcially
th.iia - , ..,,.,_.. ,, U'ginner, and
thai 111- la,, a. . I ai, in liaiii -lama I n • csscntial uot
only l<i lii.s mlvaiKvmcnt but to his cc.ntinuunce in the
service. This will call for examination on this par-
ticular subject when time enough hasela])scd after his
entry into the service for any man to have acquired
a knowledge of them who had been able to pass the
preliminary examination. If these rules are of such
importance as to have occupied for months the minds
of some of our ablest railroad managers in order to
make them a safeguard against accidents, then it is
not asking too much of the employe to show that h.-
knows how to conform to them before placing him
where a failure to do so invites " '
a ,.,.„ and to
' i' li. audit is due
■ " iaMinployes with
' aa a, ,1,1 these things
• a I 1 1 a i( ;iiid found want-
T I -ial)lishincntof prelimin-
a-siiie to those who have
I a li I to employment as op-
'■<■ ' ' had become" known that
iie would have i)recedenco for
vho were not so equipjied
THE RAIL^WAY MASTER MECHANIC
But knowing is one thin? and doing anotlier. Many
men are able to do things which, through indiffer-
ence or neglect or recklessness, they fail to do, and it
is not enough that we assure ourselves that our men
know what to do to avoid accidents: we must endeavor
to be equallv sure that they will apply that know-
ledge at the proper time. This we must make it
their interest to do by the time-honored inducements
of reward and punishment. From the highest heavens
to the lowest depths, this has been the mainstay of
lawgivers both human and divine, and it must also be
ours: that is, we should have a penal code to ensure
the observance of these rules by those who, in the
absence of such a code, would not respect them. We
have something of this sort at present. We offer
promotions and a choice of positions to those who do
well, and we resort to fines, suspensions or dismissal
of those who do badly. But for a system of rewards
and punishments to be effective it must be a system
indeed. It must, as far as possible, protect the em-
ploye against the results of malice, bad temper or
hasty decisions on the part of his immediate superior.
A man should lose neither his job nor his pay, except
for a clearly established violation of a rule with which
he is familiar: his side of the case should be heard
before judgment is pronounced, and the penalty
should be graded to suit the extent of his offence. All
this requires patience and self-restraint on the part of
his judges, and if they are lacking in these qualities,
not justice, but injustice, will often be done. It is not
sufficient then to publish a well-devised set of train
rules and feel that your duty as to enforcing them has
been done if vou suspend or disaaiss some one when-
ever there is'an accident. Your duty requires you
first to see to it that every man put under those rules
shall know what is expected of him, next that there
shall be such an inspection and supervision of their
work that violations of rules are detected before a
bridge falls down, a derailment takes place or a collis-
ion occurs; and further that punishment shall follow
swiftly upon the heels of the offence— not capricious-
ly, not hastily, nor abusively, but the violation must
be brought home so clearly to the offender that he
has to acknowledge his shortcoming and in some way
to suffer for it. It is not so necessai-y that the penalty
be severe as that it shall be .i.-rtainly and justly in-
flicted. As I have already said, tliis .-alls Un- patience
and self-restraint on the part nf lii> judyes; but surely
the purpose in view is worth all that it will cost, and
it is part of the value of true discipline that it acts
beneficially upon the superior as well as upon those
placed under him.
The name "Roval Blue Line" for the route over the
Jersey Central, Philadelphia & Reading and Balti-
more & Ohio between New York and Washington was
happily chosen and the service has well maintained
the aptness of the designation. Those who travel by
that route ride in comfort, protected by all safe guards
which perfect track, the best rolling stock that
American shops can build, vigilant inspection and
careful supervision insures. They also get to their
destination "on time." We notice that the term
"Royal Route" is being applied to the Reading road.
The name is a good one and is justified by the power-
ful locomotives and luxurious cars of that road. No-
where in the United States is there a lovelier stretch
of scenery than that which sweeps past the traveler
between "Bound Brook and Philadelphia. It is a
"royal" panorama. General Passenger Agent Hancock
deals with "royalties" with royal success!
THE OFFICIAL RAILWAY LIST.
Changes for the Honth of April, 1891.
Arkansas Midland.— Joh'n J. Homer, elected president,
vice A. H. Johnson, resigned. Mr. Johnson takes the posi-
tion of vice president.
Boston & Aldant.— E. D. Hayden, of Wobum, Mass.,
eloctfrl t(. succeed James Rumrill, resigned, as vice presi-
f ,1 ]' r ^i...>i ippninted superintend-
,,, ■ . , , , , ::, .irtere at Chicago, lU.,
VI,, I l[ I; ,,._,,,: 1, w liaxter appointed
SIM,, ,-,i,t, i,,;,,| 1 ,,' Ml, ,. ,,[,,! M',r.iM'. itivisions, with head-
Midland divisions, vice'R. W. Baxter promoted. J. F.
Irwin appointed chief train dispatcher of Ohio division,
vice J. A. Foley, promoted.
BrKLiNC.Tox .fc MissocRi RivEK— J. P. Reardon ap-
pointed master mechanic of Wyoming division, H-ith head-
quartei*s at Alliance, Neb., vice Jeffries Wyman, assigned
to other duties.
Califorxia & Nevada.- A. M. Beaft appointed super-
intendent.
Cape Fear & Yadkix Vali.et.— President Julius A
Gray, deceased.
Chableston, Scmteu & NoKTnEKX.— J. H. Averill ap-
pointed general manager, mth headquarters at Sumter,
S. C.
CHiLTACQVA Lake.— Francis S. Jones, general freight
agent, appointed superintendent in addition to other duties,
with headquarters at Jamestown, N. Y.
Cextkal of New Jekset.— W. G. Oakman made first
vice president, succeeding Joseph S. Han-is, resigned.
Chicago, Blrlixgtox & Qrixcr.— A. G. Stanwood ap-
pomted assistant treasurer, Tice E. E. Pratt, resigned.
Chicago, Milwaukee & St. Paul.— F. W. Lippincott
appointed division freight and passenger agent of Kansas
Citv division. Edward Lass appointed division roadmas-
ter," with headquarters at Elgin, 111.; vice T. O'Heni, re-
signed. E. S. Keeley appointed assistant general freight
agent, succeeding J. L. Kellogg, resigned.
Choctaw Coal & Railway Co —Geo. Minch appointed
purchasing agent, with headquarters at 425 Commercial
building, St. Louis.
CixcixXATi, Dattox & Chicago.— M. D. Woodford
elected president.
Chicago & Eastern Illinois.— Frank Bruce appointed
general master mechanic, succeeding J. G. Clifford, re-
signed. M. Burk appointed trainmaster, vice A. A. Bow-
man appointed assistant superintendent.
CixciNXATi, Wabash & Michigan.- Stephen B. Tinker,
superintendent of motive power, deceased.
Cornwall & Lebanon.- R B. Gordon appointed gen-
eral freight and passenger agent, nee J. D. Hendereon.
DiLUTH, Red Wing & Socthern.— C. Sheldon appointed
supei-intendent vice H. B. Briggs, resigned.
linson, resigned; Josepn lii
master mechanic, with hea.iM 1 1 -i
J. H. Dougherty, resigned. C ^ '.
tendent of Southern division vi,, I, li\ r,
headquarters at Temple, Tex.
Graxd Trunk.— Henry Read, assistant
ceased.
International & Great Northers.— Office of purchas-
ing agent abolished ; the office of general traffic manager
abolished, and J. E. Galbraith made general freight and
passenger agent; J.Bartholomew to be assistant general
freight agent.
Jacksonville Southeastern.- Office of general freio;tt
agent, W. C. Alyord, removed from Peoria to Jacksonville.
Long Island.— Chas. Pratt elected -vice president vice J.
R. Maxwell; G. S. Edgell elected treasurer vice Henry
Graves: Everett R. Reynolds appointed assistant to the
president.
Maryland Central.— Yice President Samuel Rea re-
LonsviLLE, Evansville & St. Loris.— Theodore L.
Dunn, chief engineer, resigned.
Louisville, New Aiimvv ,^- Ciii. MiO.-(;. luial Samuel
Thomas elected |.ii>-:,l< m \ > ■ W I. l,i ,;■-!'■. resigned;
John Greenough lb. i \ , i , lireyfogle
-■ -',,-:: \\ 1! M I ',, I appointed
, w I l; ;i,. _i„d; offices of
uviaiL' iij,i[i,i-i.'i- .■iiiii'.:i,i-ii : offices of
abolished and duties assumed'by Chief
Engineer Fred Hall.
Louisville & Nashville.— C. A. Da vies appointed super-
intendent of Louis\nlle, Cincinnati & Lexington division,
succeeding B. C. Epperson, resigned ; S. S. Parker, division
passenger agent, deceased.
Milwaukee, Lake Shore & Western —Robert Quayle
appointed master mechanic vice .Ifihn Hiekcy. resigned.
Mexican Northern.— J. J ■! -i n t.-,i master
mechanic, with headquarters a i - : ' uiliua.
Mexican Central.-S. W I, -- ' "I president
\ni-e L, C. Wade, dec-cased . \V 1 1 :. --.i ;. ' '■•■U-A treas-
appoint.i:
and bnui,
NEW]-.-
port N.\\
Rl(
\: ... \ I I I.V.— Offices of L. B.
I' I, (,, , 1, cashier, of the New-
\ -1, III division, removed
1., \ !._•,: K, , and duties extended
.>c Ohio. .\1. B. Cutter appointed super-
division, with headquartei-s at Louis-
; James L. Frazier, resigned.
■— H. H. Bednlre appointed division
Uvisiou. with jurisdietioii from Hope,
; I ,,,■■. - , ,, ■ :':, ", ^ : ,,f the South
1,1.1 .-^ c ,11 111, , ..I- uM i^MiiLs, resigned.
■ Key
Carolina ai,,. i ,,. ,,ii,iii.i .-^ i,ii i mm.
Reytou luu.Julpii, ;1i.il' vic^' piL^ului
Seaboard & Roanoke.— Wm. Muucure appointed super-
intendent of Georgia Central division, vice T. W. Whisnant
resigned.
St. Louis, Arkansas & Texas.— T. W. Kennan to be
superintendent of Missouri and Arkansas division, with
headquarters at Pine Bluff, vice W. T. .Smettem, resigned.
D. Mottage, heretofore division superintendent, to be as-
sistant to >Il'. Kennan.
Toledo & Ohio Central.— H. Binkley appointed as-
sistant engineer, with headquarters at Bucyrus.
Union Pacific — Assistant General Manager Holcomb
resigned, and succeeded by Edward Dickinson.
Jurisdiction of S. S. Morris, assistant superintendent, ex-
tended over all districts and branches of Idaho division. E.
C. Manson appointed trainmaster of the first, second, third,
fourth and fifth districts and Boise branch. T. M. Long
appointed trainmaster of the sixth, seventh and eighth dis-
tricts, vice C. E. Manson traiisfon-ed.
Superintendent A H, (■v..,k-r. "f Oregon division, re-
signed and succeeds; II, 1 ; : ,11,1 ( ' kiiiirhani. Headquar-
ters of General Sup I I ft. of Mountain di-
vision, removed fro: i ^1. ( iiOgden. G. O'Neill
F. Redfield, deceased.
Offices of general manager, general superhiteiide
eral auditor, disbui-sing auditor, auditor of iraff
treasurer, purchasing agent, special aL'o'.i oi,l ,,ir
department removed to grand central s- . , '
A. R. Horn, superintendent of St I ' .
pointed superintendent of Northern .'i i 1 1 : i . i n \ . , i o
vice M. B. Cutter, resigned. C. A. Lamume.iu.\ .ip
superintendent of St. Paul division, vice A. R. Hon
The Lodge & Davis Machine Tool Co., of Cincinnati, has
recently opened a m.-ichinery store at Pittsburg, which will
be under the charge of the secretary of the conipuiiy, Mr.
Augustus Muller. A complete and full line of their well
known machine tools will be kept in stock for the conven-
ience of customers in that part of the country contributory
to Pittsburgh.
trains between Chicago, St.
Chicago, Milwankee 4 St. Paul B'y.
Electric lighted and steam heated vestibuled trains, with
Westinghouse air signals, between Chicago, St. Paul and
Minneapolis, daily.
Through parlor cars
Paul and Minneapolis.
Electric lighted and steam heated vestibuled trains be-
tween Chicago, Council Bluffs .ind Omaha, daily.
Through vestibulecl sleeping cars, daily, between Chicago,
Butte, Tacoma, Scan .ai,,l I'li:, mil. Ore.
- , ,i pnncipal points in
1 1.1 of Michigan.
, Miineupolis and Kansas
Solid
Northern Wiscon^iti
Daily trains bctu.
City via the Hedi-ick
Through sleeping c
and Minneapolis.
The finest dining c
The best sleeping r
Six thousand one 1:
South Viil
veen St. Louis, St. Paul
AJAX BEARINGS DON'T GET HOT.
AJAX METAL CO.,
Fliiladelpliia, Fenaa.
HUTCHINSON FUEL GAS FURNACE.
THE RAIL^VAY MASTER MECHANIC.
WALTER D. CROSMAN, Manager Editorial Department
EDWIN N- LEWIS Manager Business Department.
PCBU8HED MONTRLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
Prior to Jannary 1. 1886. this journal was known as The Ball-
way PurchaslnK AKent . It will still in its new and wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
Sabecription price, ll'iK)a year. Advertieine rates and details
1 on application to the office by mail
THE HAILWAV MASTER MECHANIC.
The Rookery. CliiCil(?o. Ill
New Yohk Office: 29 Broiidway. RtKini 183.
3^ Offlcial Railway LUit U published by this company.
vices— it would seem tliat it had not. Tliei-e is
other point — the manipulation of the knuckle ft-
the side of the car— that is dwelt upon by a con
pondent elsewhere in this issue, and that di
careful consideration before final action as tti unlock
ing- devices be taken.
VOL.
CHICAGO, ,n:xK isai. [no. 6.
The New York office of The Railway Master
Mechanic is now at 2fl Broadway, room 182. The
office is on the ninth floor, and our friends are heartily
invited to come up and look out of the window. They
will j^et a view of the harboi" which will remain in
their memories a long time.
A.v experienced student of steam cai- heating gives
in a communication in this issue an explanation of
how and why water circulates in steam heated Baker
liiping. His letter covei-s, brietly, some |X)ints which
have been not a little troublesome in practice, and
will lie read with interest.
Whoever looks at the brake shoes in a yard full of
cars belonging.' to a good many different roads, will
see abundant jiroofs that car inspectors either neglect
their duty or are wholly incompetent for the position.
Brake shoes worn down to the thickness of blotting
japer, brake shoo heads without shoes and brake
shoes hanging i)arlly outside the tread tell the
story of carelessness or ignoi-ance. Inspeijtion
which neglects such things cannot be trusted with
more important matters. The wonder is that there
are not five times as many freight train wrecks as
uilually 0CC1U-.
Those who buy waste should see to it that they are
not imjxised ujxin in the matter of tare. A dealer in
this article is reported as saying that he could afford
to sell waste at actual cost, as the ''tare" which he
managed to have allowed would make him sufficient
profit. No doubt the deduction for tare should gen-
erally be much larger than it is— though there may
be dealers who do not put any unnecessary weight in
the baling. But with hoop iron, and coarse, heavy
wrappings, the real tare will often exceed the tare
allowed by enough to amount to a considerable sum at
the price of the wa.ste. We hear of one dealer who
packs a considerable thickness of old newspapers
under the wrappings. That waste needs such careful
packing to guard against breakage has not been gen-
erally recognized. It is, however, pretty well known
that to sell old newspapers at the price of waste is a
profitable operation.
The adoption of a standard uncoupling device for
cai- couplers comes only second in importance to the
adoption of a standard tyjie of coupler. It is really
an essential point, viewed from the standpoint of a
trainman and of humanity, that in the difficiUt duty
of coupling and uncoupling cars the position of the
uncoupling devices, and even the motions required to
manipulate them, should be alike, or nearly so, with
every coupUng device used. The very fact that the
automatic couplers require different handling from
the old-fashioned link and pin couplers has
many times, and plausibly, been brought forward
as an argument against the >I.,C. B. type, despite the
reeognb.ed fact that were the latter exclusively used
train and yard men would be vastly safer in their
daily work. But is the lime rijw for the selection
of a standard uncoupling device? Until a standard
design of M. C. B. coupler is adopted — or a set of de-
signs that admit of the use of the same unlocking de-
We hear fi-eijuent complaints as to the interchange-
ability, or rathei-, want of it, of (.Christie brake heads
and shoes, a shoe made in one foundry not fitting a
head made in another without some amount of fit-
ting. Of course, this is contrary to what we ought
to be able to expect, but until iron founding is classed
among the exact sciences, only inexperienced and
over sanguine dispositions will actually exjject jjer-
fect interchangeability between rough castings, in
which dift'erent grades of iron, and different degrees
of rapping of the pattern in the sand, to say nothing
of distortion of the patterns from any reason, con-
tribute to make perceptible variations in shape. Nor
are all possible precautions taken by those who think
they have just cause for complaint, if an incident we
came upon recently is at all a common one. A mas-
ter mechanic found that his wooden shoe pattern was
rapidly assuming that condition which all animate
and inanimate objects finally reach. He thereupon
had a brass pattern made, as being more cnauring,
from the original, but found interchangeability
furthei' beyond attainment than evei- Ijefore. He for-
got that on his brass pattern he had tu-o allowances
for shrinkage where he had only one previously, but
unlike the classical personage who made two blades
of grass grow in the place of one, he was not hailed
as a public benefactor bj those who were rendered
extra profane by renewing old shoes with others cast
from the metallic pattei'n.
A RATHER novel treatment of the labor question
was successfully undertaken by the management of the
Chicago & Northwestern Railway during May. This
road had long had trouble with its switehmen, who,
passing ti'om one arrogant act to another, had come
perilously close to dictation of the company's affairs.
A yardmaster had been forced from his position by
the switehmen, who refused to work till he was dis-
charged. The discipline of the road and justice to
the yardmaster required that he be reinstated, and as
it was known that the switchmen would again strikp
were the man put back, the road undertook a heroic
measure — discharged all the switchmen, reinstated
the yardmaster and went ahead with new switch-
men. It was a bold act. and the results justified its
wisdom.
It is not uncommon for strikes to arise because of
opposition to some foreman or "boss," and frequently
this opposition is based upon real acts of an unjust,
oppressive or cruel nature. In the present case, how-
ever, no complaints against the objectionable man
have been sustained or even authentically made. It
has all been vague assertion, and that not even with
official stamp of the switehmon's association, but in
the shape of newspaper interviews. The merits of
the complaints were not sufficient even to bring
strength to the switehmen's position before the coim-
cUs of the federated railway employes. For when the
Northwestern management, foreseeing a strike, sur-
prised all by absolutely discharging every switehman
in its employ, the other classes of trainmen did not
rush to the aid of the discomfited ones; and later, in
official council, refused deliberately to sustain their
position.
The switehmen in consequence of this have with-
drawn from the federation. This episode affords good
evidence that the engineers have been right in hold-
ing aloof from federation and that there is not suffici-
ent identity of interest— or rather that there is too
much jealousy— l)etween the different classes of rail-
way employes to pei-mit of a federation that will
l)rove much stronger than a rojxiof sand. In the case
under consideration the trainmen had in their order
a man who was objected to by the switehmen. The
man was jwpulai- with the trainmen and satisfactory
to the management of the road. The switehmen in-
I sisted in their opposition to him: they were conse-
1 quently discharged bodily by the management: the
I trainmen supported the management: ergo: the fed-
eia.ion dissolves. Similai- oases are liablu In arise on
slight oucasion and threat«;-n the existence of the fed-
RAI
)F CAK IXSX'ECTION.
In looking into the mattei- of car inspection re-
cently, we were sui-pi-ised to find that some of the
roads entering Chicago had inspectors who had never
seen the mastei- car buildei-s' book of rules govern-
ing the interchange of cars. It strikes us that any
road that does not furnLsh its men with the latest edi-
tions of the master car builders' rules is committing
a very great error, for an ignorance of these rules is
sure to cause serious delay as well as expense
—a delay and expense which might be well avoided
were the inspectors well schooled in the wording and
meaning of the M. C. B. rules.
It would, it seems to us, be tirotitablo to any rail-
way company to furnish to each inspector a copy of
the last rules of interchange and give each one of
these inspectors to understand that he will be re-
quired to pass an examination on these rules Iwfore
his foreman or chief inspector, and to arrange that
such an examination should be held at least once a
year, and that all new men should be compelled to
pass such an examination. It very often happens that
foremen of different railway companies do not agree
as to the meanings of these rules, and it is also true
that many of our master car builders do not. It
should not Ix; at all surprising, therefore, that the
rank and file of the inspectors should not agree on
many points.
It would be greatly to the interest of railway com-
panies to raise the standard of their inspectors by a
system of examination and require a certain standard
of qualification in order to insure employment. This
would, of course, probably result in raising the wages
of the inspectoi's as a class, but the question is, would
not the companies derive an equivalent benefit in re-
turn by having all cars moving without the serious
delays which we frequently see; also, without the
wrecks which are caused daily by poor inspection.
If this higher class of men were employed there
would be less cause for complaint from the managers
and superintendents to master car builders, and from
master car builders to foremen, and so on down.
We would then, as was said to us i-ecently
by a prominent foreman, have a chance for
"a pleasurable change in the way of seeing our
foremen and master car builders looking over their
morning's mail cheerfully and assuming the daily
burden of their affairs with good spirit, instead of
wondering what inspectors' complaints there would
be coming in upon them before they had a chance to
get fairlv seated."
We believe from our knowledge of the situation
here at Chicago that the foremen ai-c making every
effort to remedy the evils that now exist, but they
cannot do what they woiUd for the reason that they
are held down by being forced to frequently employ
incomix-'tent men by not being able to pay any bet-
ter wages. The other day a master car builder made
the remark that we had already too many rules for
the inspectors to learn. Now we have watehed this mat-
ter of inspection for some time and we feel that if
this is the case it is plain that the time has arrived
for a more capable class of insjiectors. We believe it
to Ix; unwise to deprecate revising, or adding other
rules to, the interchange rules. This should be done
conservatively of course, but the increase of improved
appliances alone calls for an improvement in the rules.
These appliances are increasing, and will continue to
do so in the future, and wo will need rules to govern
the conditions jjroduced by them. Indeed, just now
we are finding it very necessai-y as is indicated by the
action of the Central and Western clubs in proposing
rules covering the condition of air brakes in inter-
change.
In this connection we may state that renewed effort
is being made to establish joint insixjction at Chicago.
The attempt made some time ago failed because of
opposition of several lines and the indifference of some
others. This opposition and indilTerence has, at least
upon the part of some of these lines, changed to open
advocacy. This fact, supported by a recent request mada
THE RAILW^AY MASTER MECHANIC.
June, ISP]
by the superintendents of Chicago lines that something
be done looking toward joint Inspection, paves the
way for the much needed reform. A special meeting
of the Western Railway Club will be held at the Cape
May convention after the >I. C. B. Association has
received and discussed the report of its committee on
joint inspection, and the prospects are good for action
at that time which will lead to the establishment of
joint inspection at Chicago. A correspondent outlines
in another column a plan for such a reform. His
ideas, it will be seen, are good: and it is a significant
fact that he is one of those who have heretofore op-
posed joint inspection, but who no>v are urging it.
TKNUKK BRAKES.
While careful attention has been bestowed on
driver and car brakes of late with regard to both the
foundation rigging and the wheel gear, we are con-
strained to say that the brake work to be found on
many tenders of the most recent build is in many in-
stances crude, and in some perilously near the limit
where insecurity begins.
A modern tender, carrying, say 3,500 gallons of
water, and 6 or 7 tons of coal, weighs, when fully
loaded, from tCi.OOO to 7.'j,00o lbs., or as much as a heavy
sleeping car. The retarding effect of such a weight
when efficiently braked is apparent on the face of it,
so why has comparatively so little attention been psiid
to utilizing it to the utmost attainable degree?
The majority of tenders equipped with the air
brake have an 8 in. cj-linder. the area of which is
.iO-26 sq. in.: taking the emergency pressure of 60 lbs.
sq. in., the total push e.xerted by the piston rod,
neglecting friction, is about 3,015 lbs. To take this
push we have found } in. pins (44 square inch area)
in the end of the piston rods, which, while sup
posedly in double shear, were, owing to the lever not
beinc in line with the cylinder, in reality in single
3,015
shear only, and subjected to a stress of = 7.000
lbs. (about) per square inch. We need hardly say that
this stress is entirely too great for absolute safety and
should not be allowed.
To make matters worse the pin holes are often made
1-16 inch larger than the pins themselves, to insure
ease in fitting up. Lost motion acquired legitimately
in service is the bane of brake gear, but to plentifully
endow the levers and connections with it at the out-
start is a luxury they would be belter without.
Turned pins of ample proportion should always be
used.
The connection between the brake cylinder and the
truck levers should be positive; the employment of
an equalizing chain passing over sheeves can hardly
be recommended, as the friction of the chain on the
sheeves is apt to become excessive, to the extent of
dividing the power very unequally between the two
trucks. The use of levers with pin connections, re-
ducing friction to a minimum, is preferable.
The practice of using but one brake lever on eac^h
truck is still too much in vogue. This causes the
brake shoes on the beam connected with the lever to
press haider on their wheels than those on the oj)-
|x)8ite beam. This arrangement was at one time a
favorite one for freight cars, but although it is not
used on the best class of cars any more, it still holds
its place on tenders. A live and a dead lever should
always be employed on each truck whenever possible.
The proportions of the levers used in service are, by
the way, frequently wrong. It has been found that
for good all-round work levers designed to give a
braking power equal to alwut 80 jwr cent, of the
maximum weight of the tender have given most satis-
factory results.
The position of the hand brake shaft on many ten-
ders is oijen to objection. Because the left hand side
of the engine is the "fireman's side," the hand brake
shaft and wheel were originally placed on the same
side of the tender. Following this precedent design-
ers have, probably thoughtlessly, continued to p>it
them in the same place on new work. On tanks hav-
ing a narrow coal space it is hard to conceive of a
more awkward place to put the brake wheel than on
the left side, where the fireman is constantly bump-
ing his back against it. It should by all means be
shifted over to the right side, where it will he out of
everybody's way, except possibly that of a stray left-
handed fireman, and where, if it should happen to be
wanted for braking purposes, it can be turned without
having to disencumt)er it of the coal pick, whose han-
dle is generally between the spokes, and sundry lire
tools whose ends are usually reposing on top of it.
OF I,OrOMOTIVE.S.
At the risk of seeming too elementary we publish
on this page diagrams illustrating the arrangement of
wheels under the types of locomotives in common use.
We are moved to do this because we have noticed,
more especially when tabulating the replies to our
yearly circulars relative to locomotive building
throughout the country, a confusion of terms among
certain railroad men, which is bewildering and liable
to give rise to errors. F'or instance, the term "an eight
wheeler'' we have found intended (correctly) to desig-
nate an engine of the ".\merican" type by one man,
while another, with an eye to the number of driving
wheels, means a "consolidation" by the same term.
Another common mistake, and one that to our know-
ledge has within the last few days caused unnecessary
confusion when ordering duplicate parts from the
builder, is that of calling a "ten-wheeler" a "mo-
gul," the number of driving wheels alone being con-
sidered.
It may be well to state that in our diagrams the
small circles representing the truck wheels are sup-
posed to be at the front or cylinder end of the engine
in each case.
Fig. 1 shows what is generally known as the "Amer-
ican" or "eight-wheeled" type, which may be found
V J- o o
all over the continent from Maine to Califoi'nia
few years ago, broadly speaking, hardly any other
style of road engine was to te found in this country
Hence the name "American."
Fig. 2 represents the "mogul" engine, designed
primarily for freight service but used also to a limited
FIG 2
o
extent for passenger work. It is so called because thi
first engine of the kind, built by Rogers, happened to
be named "Mogul."
Fig. 3 shows the "ten-wheeler," at one time used al
most exclusively for freight, but of late popular tor
eaning "eight footed." and having reference of
lurse to the number of driving wheels, but we must
consider this an entirely uncalled for designation, and
one liable to cause unnecessary confusion by giving
two names to precisely similar kinds of locomotives.
Fig. 5 represents the "decapod" type, of which only
limited number are in use. The term means "ten
QQQ
n
footed." The leading jxiny truck is occasionally dis-
pensed with on engines of this kind, as for instance,
the St. Clair tunnel locomotives, and those being
built for the Chicago, Burlington & Quincy.
Besides the foregoing there are, of course, other
styles of engines, such as four and six wheeled switch
engines having no trucks, and "double enders" used
for suburban traffic, whose type it is almost impossi-
ble to misstate. Of these latter, it may be said that
a tank engine, or one carrying its supply of fuel and
water on its own frames, and not on a separate ten-
der, and which has a truck under the back end. is
generally known as a "Forney," after its patentee,
Mr. M. N. Forney. When a truck is used at both
ends of this type it is usually known as a "Hudson"
engine, after the late superintendent of the Rogers
works, who first introduced the type.
IS ,SAV-
Q
heavy passenger trains. It is generally believed to be
a safer engine for fast trains than the "mogul," al-
though many have confidence in the safety of the "mo-
gul" in that service.
The "twelve-wheeled" engine has four pairs of driv-
ers and a leading four-wheeled truck. Only a few are
in use, and we have not, on that account, thought it
necessary to make a diagram of it.
Fig. 4 is the ' 'consolidation" type used for heavy
freight service. Like the "mogul," it owes its name
to the fa<;t that the first one built was so named. To
Mr. Alexander Mitchell belongs the credit due to the
introduction of this class, for it was to his specifica-
tions that the Baldwin works built the first "consoli-
dation" in I.SBIi. About that time the Lehigh Valley
Company absorbed the Mahanoy Railroad, and the
consolidation of interests effected thereby gave the
partly built engine it name.
Some extremely large "consolidation" engines of
recent build have been called "octopods," a term
Beginning about two years ago the management of
a certain railway system has been carrying out care-
fully considered plans for reducing the amount of
stores carried at its supply stations. The theory
upon which its plans are based is that the amount of
supplies on hand at any given time should be propor-
tioned to the amount of business then being done and
the consequent immediate need for them. That is, if
the business of the road is slack during the spring
and early summer, it is not good management to carry
a stock of supplies during this dull period which
would be needed in the fall when the business is
largely increased. The plan of carrying stock
through the whole year because it will be needed dur-
ing half the year, is not that of the successful mer-
chant or manufacturer. Some things have to be
bought at certain times, but many of the sunplies
needed by railways can be obtained at a few days'
notice.
By applying these principles to the reduction of
stock in hand, the road referred to was able to effect
groat economies, without, so far as we can learn, crip-
pling the etliciency of any department. The pruning
was intelligent as well as vigorous and severe, and
the amount of material which it was found possible to
cull out and dispose of was simply enormous.
The theory that material which had been lying un-
used for a long-time should be retained, because it
might "come handy" at some indefinite period in the
future, was discarded. The motto adopted was. "suf-
ficient unto the day is the evil thei-eof." Accumula-
tions of abandoned standards were scrapped or sub-
stituted: stores of lumber unnecessarily large were
reduced; large accumulations of pipe fittings and other
material were sold back to dealers; unstandard sizes
ol bar steel were exchanged for standard sizes, etc.,
etc. The result has been that an enforcement of this
policy for two years has reduced the total stock by
■$800,000 from a total of $I,.')00,000.
Having got rid of the material and supplies which
were unusable or not required for present necessities
the next step was to insure the maintainance of the
new condition of things. To accomplish this the au-
thoi-ity to approve requisitions and its accompan.\ ing
responsibility were carefully located. As far as possi-
ble this power and responsibility were concentrated.
As the number of those who can finally approve re-
quisitions and orde» the purchase of supplies is in-
creased, the probabilities of an unnecessary accuuui-
lation of stores is multiplied. The ideal plan would
seem to be that of holding a single oflBcial responsible
for the final approval of all requisitions. He must,
of course, have the qualifications and the time neces-
sary to fulfill a duty of such importance.
THERAILWAY MASTER MECHANIC.
still furlhui- to carry out and maintain the plans of
the manajjomont for keeping the stores of material
and supplies at the lowest point consistent with true
economy and efficiency, the fact that the storekeepers
of the system were an important element in the
problem was recognized and their co-operation was
sought. The general manager and the purchasing
agent — who acted together and in entire accord —
were not content with issuing circulars of instruc-
tion and exhortation The storekeepers themselves,
accompanied by a representative of the general man-
ager and by the purchasing agent, visited in a body
eaih store house and examined all its details thor-
oughly. They traveled in a car attached to regular
trains, and when the inspection was completed at ont
place, assembled in the car, and, while speeding to
the next point, discussed the condition of the place
they had just inspected, the methods followed, the
condition and quantities of the stock on hand, the
conveniences for quick handling and delivery, the
degree of order and neatness shown, etc. Finally,
they took a vote on the points of excellence to be
awarded to that storehouse, stock, etc., — 100 being
■■perfect." These ballots embraced 3 divisions: First,
the storehouse, its general condition and arrange-
ments for storing supplies and keeping them in good
order, convenience in handling them, etc.: second,
the stock, whether the quantity in store of the vari-
ous articles was too great, too small or fairly ade-
quate: and, finally, the lumber, taking into account
the method of storing and various other details.
It was our privilege to spend a day with this party
on a recent tour of insiJection, and we cannot repre-
sent too strongly the great value of such practice.
Two places were visited and in each of them the ex-
cellent results of the policy of which such tours are a
part were very plain to see, not only in the storehouses,
but in the shops and grounds also. The d reary and
depressing influences of dirt and litter did not exist
at the places visited. Many of the buildings were old
and unsightly— there were sheds and makeshifts of
V arious sorts— but evidences of endeavor to make the
Ix^st of everything, and even of enthusiasm in doing
it. were apparent on every hand.
And all the members of the party agreed that the
neatness of arrangement and the cleanliness of floors
and grounds not only did not involve extra expense,
but ai^lually resulted in reducing expenses. If, for
example, each employe in the store houses and shops
of a railroad saves a few seconds in getting what ho
needs or in delivering what is called for because there
is •■a place for everything and everything is in its
place." the daily aggregate of time saved may easily
run up into days. And that a man works better and
more efticiently in clean, well ordered surroundings
everybody knows — or ought to know. Does any
human being think that a place where men w^ork is
proijerly managed if employes have to straddle over
obstacles within, stumble over rubbish without, and
see litter and dirt everywhere':' Such things neces-
sarily afreet the feelings, and consequently the actions,
of men imfavorably.
During the tour referred to — which lasted several
days — many matters were discussed and a number of
resolutions, with explanatory comments, to be sub.
mitted to the general manager, were adopted. The
following is a sample extract from the minutes of one
of these discussions en route :
The question of the best mcthmis of anticipating the
supply of various materials was thoroughly canvassed, and
the desirability of keeping in close touch \Tith the officers
using niaU'rial was evidently appreciated bv all.
The following resolutions and explanations are given
to show the general nature and scoix; of those iuloptod
during the trip.
Kosolvcd, That Chicago inspection govern all lumber
bought on this system.
This resolution was introduced because the grading at
different local markets differs widely and affords a chance
for scalping in the matter of prices.
It is the sense of this meeting that all sound draw-timbers
when removed from freight cars on account of putting in
draw-timbers for M. C. B. couplers, should be preser\'cd
to use as fence posts wherever practicable.
liesolved. That the chair appoint a committee of three to
examine the records kept and systems in use at the differ-
ent store bouses to obtain greater uniformity, and to re-
duce the number of books and blanks to the minimum.
The goods results of such a trip will be immediate
and enduring. Each storekeeper learned something
by which he and the road will prolit. Each one now
knows that his gooil work will be appreciated anc
that he will get credit for it. xV spirit was awakened,
or at least intensified, which will result in lx>ncfit t<
the railroad comjiany and to each individual (■on-
cerned.
lUltllEU IIOII.EK TlltKS.
Comparative tests of Serve's riblx>d steel Iwiler
tulx3s and plain steel tubes were made in April last at
Elizabethport, N. J. The same boiler was used in Ijoth
tests, one of the upright tubular type, 42 inches in
diameter with 63 2i-inch tubes six feet in length. The
fuel used was anthracite coal, stove size. The ribbed
tubes have seven longitudinal ribs projecting in-
wardly: in a 2i inch tube these ribs extend in * inch.
Six days were given to the tests of each form of
tube, and the tests seem to have been carefully and
honestly conducted. The results are given in the
following ■'condensed" table :
Pounds of coal consumed! Gain by ribbed tubes Pounds of
^^.^ - ..* plain tubes. water evap-
per pound
Forced dmft.
-lis
1803
30 9-
«4«
personal insjiection and judgment. Experience shows
that all the supplies of a railroad should be Ijought
by the purchasing department, and the move i^igidly
rule is enforced the better for the
company, pro-
«-75
The foregoing tests show a decided advance on the
lines along which improvement in boiler practice
sought. 'With natural draft the increase in steam
generated with the ribbed as compared with the pi;
tubes was something over 18 per cent.: the economy
in coal was nearly .'!l per cent, and the reduction of
temperature in chimney gases was in one test nearly
.'iOO degrees, and in the other 1!K) degrees. The
evaporation per pound of coal with the ribbed tubes
was 57-54 per cent, greater than with the plain tubes.
With a forced draft of a i-inch water pressure, the
increase of evaporation reached the remarkable figure
of 30-!l7 per cent, with a coal economy of 21-08 per
cent. The increase of water evajwrated per pound of
coal was 32'68 per cent. With a forced draft of
J-inch water pressure the results were equally strik-
ing.
Whether anything like such results would be showt
by the ribbed tubes in a locomotive can only be deter-
mined by actual exiwriment in the absence of data
concerning the tests of the tubes on French locomo-
tives referred to in our last issue. The figures wo
now give are, however, so favorable that any road
would be warranted in making the experiment. It is
a question, indeed, if any road which seeks to have
what is best can afford to ignore such a showing.
The ribbed tubes are not made less than 2i -inch in
diameter. A boiler with such tubes would have about
I.") per cent, less Hue heating surfai'e than one with
2-inch tubes. If. however, the larger tubes evapor-
ate a considerable larger per cent, more water with
less fuel, as was the case in the Elizabethport tests,
the reduction of heating surface would not be an ob-
jection.
The cost of the Serve tubes is, we understand, alxiut
four times that of plain tubes. This would not intei--
fere with their use if they can produce economies
anything like those shown in the tables. Perhaps
some road will take the initiative in testing these
ribbed tubes in locomotive service.
I-OI-KRATING WITH THE ITRC'HASINO A«;KNT.
Harmony of action between the purchasing dejjarl-
ment of a road and the other departments is absolu-
tely necessary to the highest economy. If there is
not constant and hearty co-oi)oration lietween the pui-
hasing agent on one side, and the master mechanic,
the master car builder, the roadmaster and all other
heads of departments for which large quantities of
supplies must be Ixmght the company will sufTcr
financially. The purchasing agent cannot Ix: an •
liert in judging of the quality of all the suiip:,
that he is required to purchase. The field i> a -
gether too large and the variety too great to pcrnul a
vided that the relations of the purchasing agent and
those who make requisitions are what they ought
to be.
The following circular issued some months since by
the head of the purchtising department of a promin-
ent road indicates jast what those relations should be.
It also gives with remarkable terseness and force the
reasons why such relations should exist.
The object of this cti-cular is to mvitc the free and candid
criticism of superintendents, miister mechanics, store-
keepers, rcidmasters and others, upon the quality of mater-
ial passing through their hands, or coming under theu-
notice, as well as its suitabUity for the use to which it is to
be put.
In the nature of things the puivhasing agent can see but
little of the material he buys, hence his dependence upon
others for information concei*ning it.
As a rule, this fact is overlooked, and this, added to a
feeling of false deUcacy, often results in the withholding of
just criticism or useful suggestion.
True economy requires that all users of material should
co-operate with the purchasing agent and communicate
their ideas freely, to the end that such selections of mater-
ial may be made as will render the highest service at the
lowest outlay.
Storekeepers are urged to apply such checks as will
effectually prevent the possibility of ooi- paying for anything
but what we actually receive. This has reference not
merely to quantity but to quality.
To amplify or explain the foregoing sentences
would be to "gild refined gold, or paint the lily." They
set forth the best practice and the reasons for it.
It may be added, however, that where the purchas-
ing department is managed on such principles the
complaint, so often heard from supply men, that the
purchasing agent considers nothing but price and
pays no regard to quality and ultimate economy, can-
not be fairly urged. The tests of actual and pro-
longed experience will determine what shall be bought.
The dealer who tries to improve the quality of his
product will have a fair show. The entire supply
business of the road is put upon an honest and fair
basis.
The purchasing agent who decides to make his
record on such a basis and the manager who sustains
hira in it arc to be congratulated.
Nothii
NOTES OF THE MONTH.
iK-tlor of the kind ha.s ever iK-cn done than
the itinerary ''over the Queen & Crescent route,"
arranged and published by the engineering depart-
ment of that system for the recent annual convention
of the American Society of Civil Engineers. This
convention was held May 20 at the hotel on Lookout
mountain, and the members from the north traveled
to the place of meeting over the "Q. & C." route.
The little book gives the height above sea level of all
the stations on the road, the population of the larger
towns and villages, concise narratives of historical
incidents which occurred at various l(x;alities passed
through, and other matters which interest an edu-
cated and observant traveler. A topographical map
gives a profile of the lino, and shows the timlicr, min-
eral, and farming lands through which the road runs.
On the firazi-Tsaritsin railway in South Uu.ssia out
of a ttjtal of 143 locomotives in use on the road 32 are
comiwunds of the Mallet two-cylinder system. It is
stalled that in the use of these comjKJunds an economy
of IS [icr cent, in fuel has Ixjcn effected. All of the
locomotives on this road burn petroleum refuse for fuel.
.Many of the locomotives on the (ircal Western
Itailroad. in .Vrgentine Republic, S. A., are fitted for
burning jictroli-um as fuel, and it is thought it will
supersede all oilier fuel on that road. The oil used is
a very heavy ])ctroleum, and it has been found impos-
sible to refine it to make a good illuminalingoil. This
oil can be procured very cheaply, and as fuel is very
hat coimtry a considerable saving is made
1 'f oil. The cost of the oil is equivalent to
ilKiut $3-00 gold per ton of coal, English
1 has been used on this line, costing from
Li'.-cX) gold per ton.
THE RAIL^WAY MASTER MECHANIC.
A 20-ton double wrecking car has recently been
shipped by the Industrial Works, of Bay City, Mich.,
to the Philadelphia & Reading road. The car is 51
feet in length and weighs about 50 tons. Both Mr.
Paxson, superintendent of motive power and rolling
equipment of that road, and Mr. Clements, mechanical
engineer of the works, had a hand in its design.
The lately enacted coupler and brake law in Neb-
raska provides that it shall be unlawful to put into
use in that state any new car that has been sent into
the shop for general repairs, or whose draft rigging
has to be repaired with a new draw-bar, that is not
equipped with safety or automatic couplers or draw-
bars such as shall not necessitate the going between
the ends of the cars to couple or uncouple them.
After January 1, 1895, it is unlawful to use in trans-
portation of freight or passengers any car that is not
equipped with such automatic couplers. By this law
it is also imlawful to use any locomotive in that state
after the 1st day of May, 18!t2, that is not equipped
with an efficient driver brake. It is also unlawful for
any company to run trains after the first of January,
18Si.i, that shall not have in them a sufficient number
of cai-s equipped with power brakes so that the en-
gineer can control the train. The penalty is a fine
for each offense of not less than $500 nor more than
$1,000.
Some time ago a statement was published regard-
ing the danger of using a reducing valve (in car heat-
ing) in which springs were an important part of the
construction. The statement was to the effect that if
any of the springs should'give out, the full steam pres-
sure would be applied to the train pipe. Some ex-
periments recently made with the Mason valve by the
Boston & Albany Railroad, entirely without the
solicitation of those interested in the valve, and
afterward repeated by the valve company with the
same results, go to disprove the statements noted. In
the experiments referred to the valve was placed in a
steam pipe with the ordinary conditions of car heat-
ing. Successive tests were made with each spring
taken out, and it was found that when the high pres-
sure was let on, the valve, instead of allowing the
steam to pass through, remained closed. Finally,
the valve was deprived of all its springs with the same
result. These experiments seem to prove that a re-
ducing valve whose action depends upon springs, can
be so construe ted that it will shut off the steam if one
or all the springs break.
Our readers will remember that last month we gave
several illustrations of defective steam hose, the char-
acteristic feature being a sponging out inwardly of
the rubber lining. We give herewith an illustration
of still another form of defective hose. This hose,
like that illustrated last month, is of the very best in
the market, and is used in large quantities by roads
very careful in their selection. Tt is said to be made
of the purest gum, and is the most expensive hose on
the market. Although it docs not apparently
fail in service, it is evident that it has a very serious
defect— that of swelling inwardly. It will be seen
that while the hose illustrated last month swelled in-
wardly and then sponged out, this swelled inwardly
bodily. The inner surface of the spongy piece shown
last month was very soft: the inner surface of the
present piece is hard and horn-Uke. The bore of the
piece of hose here shown was originally H in. in
diameter, and it is now reduced at points to a half inch
and the maximum clear Ixire is about I inch. This
piece of hose had been in use for nearly two seasons
when removed.
The chime whistle shown in our engraving is one
recently designed by the mechanical department of
the New York, New Haven & Hartford Railway.
Upwards of fifty engines have already been equipped
with it, and it has been adopted as a standard for
passenger service.
The chime has given entire satisfaction to the road,
and is much liked by people living along the line. It
is claimed that while it does not cost any more, it is
in several ways superior to the single bell chime, giv-
ing a greater volume of sound and being adjustable.
It is made entirely of brass with the exception of the
three studs which fasten it to the dome -cap.
The Paris-Orleans railway has commenced lubricat-
ing the flanges of the leading driving wheels of its
locomotives to reduce the wear which occurs on curves
of short radius. It is claimed that the life of the tires is
increased by 100 per cent, on very crooked pieces of
road and this increase has in individual cases reached
as high as 150 per cent. The oil is applied to the
flanges by a simple apparatus which prevents the
passing of the oil upon the tread of the wheel.
For the purpose of removing muddy and other de-
posits from gauge glasses, diluted muriatic acid is
said to be a very good substance.
The Philadelphia & Reading Railroad Company
has enlarged its system by taking control of the
Gettysburg & Harrisburg road. This gives the
Philadelphia & Reading valuable connections, and
also brings under the efficient management of General
Passenger Agent Hancock one of the most interest-
ing and popular tourist and excursion i-outes in this
country. Pilgrimages to the field of Gettysburg,
where one of the great battles of the world was
fought, will never cease.
During the trip of railroad storekeepers, mentioned
on another page, a cruel "job" was put up on one of
the most genial and popular of the party. His place
had been visited and inspected, and after the train
was under way the "meeting" was called to order to
vote on the " marks" which should be awarded him.
As the ballots were dropped into the hat he evidently
tried to appear the least interested of the party, but
did not quite succeed. The first ballot read off by the
secretary gave: "Store stock, 95:" "lumber, 89;"
"scrap, 91"— 100 being "perfect." This was a good
showing, and the face of the storekeeper shortened
and widened and looked happy in spite of his efforts
to appear unconcerned. But with the next ballot
read, he experienced a contracting chill. "Stock 45,
rocky:" "lumber 48, walnutty:" "scrap 46, rusty," fell
on his ears like the croakings of a raven. But there
was worse to come: " Stock 37, pins not properly
piled:" " lumber 43, not sand papered:" "scrap, 35,
rusty," followed. Then came "lumber 39 11-47 car
sills on side — should be on end;" "scrap 33 74-87, piece
of bolt on track;" "stock 30*, frogs exposed to
weather and getting sun burnt:" "lumber 36, piles
don't run due north and^outh;" "stock 34 63-64, nails
piled wrong side up and thread of waste on floor;"
" lumber 31 27-32, piled soft side to weather;" "scrap
33 33-100, old rails, spikes and bolts scattered from
to " [the termini of the division.] The vic-
tim soon saw, of course, that the boys were "funning"
— but his chagrin at the outset tickled the crowd
greatly. Somebody finally moved that the vote be
reconsidered, and a new ballot put the storekeeper
away up near the front rank of nearly a dozen com-
petitors.
A device for lowering and raising the head light
curtain, from the cab of a locomotive, by means of
compressed air has been perfected by Master
Mechanic Paradise, of the Hannibal & St. Joseph
Railroad. The weight of a piston in a vertical
cylinder placed by the side of the cab is sufficient to
keep the curtain up. but by turning a three-way cock
in the cab air is admitted to the cylinder, the piston
is raised, and the curtain then falls by its own weight.
The air connection between this cylinder and the cab
is carried through the hand rail. The device is
very simple in construction and o|jeration, and is
easily and cheaply made and maintained.
Some months ago we noted the fact that the South-
ern Pacific was experimenting to determine the re-
lative costs of wood and coal for locomotive fuel.
The results of these tests are now at hand. The
tests were made upon a very hilly section of road, ex-
tending from Sacramento to Truckee, 1,195 miles.
Six round trips were made by one engine, thi-ee with
coal and three with wood. There was a slight sav-
ing shown for the coal, the cost of fuel per 1,000 tons
of train hauled one mile $1 49 for wood and $1-38 for
coal. The results in detail were as follows:
Wood. Coal.
Locomotive miles 717 717
Carmiles. 6,813 5,2,iS
Coal UBea, tons 36.3.5
Wood used, cords 43-05
Av. wt. train, exclusive of eiiirine and ten-
der, tons 170-81 183-65
Wt. train hauled 1 mile, exclusive engine
and tender, tons 123,494 131,700
Fuel used per locomotive mile, cords 0687
Fuel used per car mile, cords '00617
f"ii-= -0069
Fuel used per 1,(XI0 t(ni~ u.-t^-ln i,i iriiin
hauled 1 mile, cords . . -343
Fuel used per l.diNi i,,ii- \mi-Iii ,,i i,:ini
Cost of f ui-1, per CI 'r,i V. , J4.35
" per ton $.5-00
Cost of fuel per 1.000 tons weight ut train
huuledlmile $1-49 $138
The crowning novelty of the Worlds Fair at Chi-
cago will be what Edison claims as his master work.
It is what is called the kinetograph. With it Mr.
Edison will pi-oject upon a screen the counterfeit of
living, moving beings, and will at the same time
throw their voices into the auditorium. To the
Jcrs-E, 1891
THE RAIL^VAY MASTER MECHANIC.
audience every movement, gesture and glance will be
visible, and every intonation of voice will be clearly
perceptible. This wonderful result will be produced
by the agency of the phonograph, and of the camera.
With the phonograph the voice will be caught for re-
production, and with the camera set'ies of instan-
taneous views will be taken for projection upon the
screen. In this way an entire l)lay. for instance, can
be produced.
The electrician of the Central Railroad of New
Jersey has recently perfected a very strong electric
search light, to be used in cases of accidents, etc.,
where it is necessary to carry on the work of clear-
ing the track of obstructions dui-ing the night. One
of these lights was recently tested, and the results
obtained are said to be very satisfactory. It consisted
of a :i,200 candle power Huntington light, mounted
TIRE INDICATOE— C
4 N. KAHWAY.
Some months ago Mr. W. H. Lewis, master me-
chanic of the Chicago, Burlington & Northern Rail-
way, in presenting note.s on tire wear to the Western
Railway Club, showed several diagrams produced by
a "tire indicator" of his design. This tire indicator
was devised not only with a view of locating the flat
spots which occur in tires, enabling the user to de-
termine with a reasonable degree of certainty whether
the same was due to what is commonly termed soft
spots, 01- to brake sliding, or to the conditions due to
counterbalancing, but also to register a perfectly ac-
curate diagram of the thickness of tires, which would
insure a reliable record of tire wear between each
turning. We give herewith illustrations of this de-
vice ana a diagram produced by it. We give the
diagram in full size for it shows the full depth of the
flat spots.
which meshes with the rack gear on the face plate of
the lathe and revolves the disk. B is the pencil bar
which is held to the tread of the tire by the spring .B,
C is the pencil, D D are spring clips that hold the
indicator card in position on the revolving disk as
shown in Fig. 3. In order that aU the diagrams may
be taken with the disk revolving in the same direc-
tion as the driving wheel it becomes necessary to re-
verse the motion when the instrument is turned
around in changing it from one tool post to the other.
This is accomplished by reversing the small pinions
marked L and R.
We believe that all master mechanics who have ex-
perienced the usual annoyance due to the unreliability
of tii'e measurements, will recognize the value of this
instrument. It will also be appreciated by tire
makers, who are frequently called upon to meet com-
plaints of unsatisfactory service of tires and wear of
same that originate from causes that would be quickly
Tig.l
TIRE INDICATOR.-CHICAGO, BURLINGTON & NORTHERN RAILWAY.
Fig. 3.
on a switch signal bridge, 2ll ft. above the track.
When the light was turned on, it is said that the
bricks could be counted in a station building one
third of a mile away, and when the light was turned
on the track the ties could be counted for the same
distance. It is also said that colors could be distin-
guished at a distance of half a mile, and that at a dis-
tance of 1,500 ft, an engineer was able to tell the posi-
tion of switches. The reflector used, which is shaped
much like those used in locomotive headlights, was
silver plated and very highly burnished.
.Mr. J. T. Cake, proprietor of Congress Hall, Cape
.May, informs us that over a hundred rooms have
already been engaged at his hotel, and that it will
probably be entirely filled. The explanations of the
manager of Stockton House have not been entirely
satisfactory to many members of the associations, anil
they will go to the other hotel. Doubtless both
houses will be filled up.
Briefly described, the instrument consists of a re-
volving disk secured to the tool post of the driving
wheel lathe, connected by shaft and gear to the, gear-
ing on the lathe face plate. The motion of the disk
is reduced to the same speed as the lathe, and by the
aid of the two pinion gear is made to revolve in the
same direction as the lathe, when the instrument is
changed from one wheel to the other. The pencil
bar is set with the pencil at the center on the disk,
and the end of bar at the inside diameter of the tire.
The bar is then placed on the tread of the tire and
held to the tread by a spiral spring; and the lathe
allowed to make one revolution, thereby drawing a
profile of the tread on the paper attached to the disk,
the radius of the circle drawn representing accurately
the thickness of the tire. In our engravings Kig. 1
shows an end elevation. Fig. 2 a side elevation and
Fig. 3 the instrument in position on the tool post and
secured to same by the tool clamps. A Aha a. gear
rendered apparent from the diagrams produced by
this device.
The Interchange of Cm at Chicago.
At a recent meeting of the Western Railway Club
Mr. P. H. Peek, of the C. & W. I. Belt Line, presented
.some significant figures, showing the extent of the
interchange of cars at Chicago. He addressed lettere
to all the general freight agents in the city (21 roads),
asking the number of cars brought into the city ny
their lines during the month of November, 1890.
Also the number transferred to other lines. He had
received enough replies to make a fair estimate, and
found there were delivered into the city 261,81] cai-s
during the month, a daily average of 10,069 cars.
There were transferred to other lines 146,212 cars, or
a daily average of .5,623 cars. Averaging the length
of the cars from end to end of drawbar, at 32 feet per
car, the daily average brought into the city is a frsic-
tion over 61 miles of cars. There were over 34 miles
of cars transferred during the same time. Calcul.iliug
THE RAIL^VAY MASTER MECHANIC.
'June, 1891
^ .^ „ _ . ji-y hour of
the day. He found also that there were 2.">H insi)fctors,
]. 463 car repairei-s, and 27,979 cars repaired during'
November. 1890. Deducting the Belt. C. & f. Termi-
nal and stock yard inspectors, there was shown to be
left 210 men to inspect daily 10,069 cars, or about one
man to 48 care. Estimating the pay of the men at $50
per month, the cost is shown to be 4 cents per car for
insjwction alone. which sum Mr.Peck thought was too
much. The daily average of care repaired is 1 ,076, or
J 07 per hour, or If care in every minute. Mr. Peck
also had the reports of the number of cars that the
Belt road had records against. The lowest per cent,
i-eceived in defective condition was 20; the highest
82 IVIO per cent., and if M. C. B. cards had been given
for all defects in the month of November there would
have been 2.'i'<* cards issued daily.
COMMUNICATIONS.
Joint Inspection at Chicago.
Chk A(;o, May 20, 1891.
Tto the Editor of the Railway Master Mt-rliaDJc:
Much time and labor has been spent on the subject of a
oint car inspection for Chicago, and almost as manj'
schemes as there are heads of car departments in the city
have been foi-raulated. Each one has had its advocates
switching at the Union Stock Yards, wiU remember the de-
lays and expense consequent to the every-one-for-himself
mode of handling the care. As compared with the present ar-
rangements for switching, by the Chicago Railway Ti-ansfer
Association, everything can be said for the latter and noth-
ing for the former. It has occurred to me that a joint in-
spection for the entire city could be organized, similai* to
the 01 ganization of the switching department at the stock
yards. I do not claim that such a scheme would be perfect,
but think it feasible ; and if it were adopted needed
changes could be made as ciix-umstances would seem to re-
quire.
To start with, there should be a superintendent of Chi-
cago inspection intrusted with the general conduct of all
business of joint inspection, and who would report to an
executive committee -which should be apjwinted by the
heads of the departments interested. He would provide
for the employing and removal of employes, approve all
bills and vouchers for payments, and appoint his several
joint inspectors who would be located in the freight yards
of the different railroads. These inspectors would have
authority to issue M. C. B. cards, authorizing repaire to be
made and charged to the roads delivering the cars in bad
One of the objections which would be brought up against
the joint inspectore T would have pro rated, based on the
number of inspectors required by each road, and charged
to the different companies in the joint scr\ice.
The office of the superintendent should be located as
centrally as possible, and have telephonic communication
with the different roads : and in this way all the lines
could be connected by having an exchange in the supeiin-
tendent's office.
All cases of dispute between inspectors should be brought
to the superintendent, and, if necessary, appeal could be
made to the executive committee.
I have simply given an outline of the scheme which I am
satisfied is a feasible one and could be adopted with advan-
tage. I have not attempted to go into the details, as I be-
lieve the success of this or any other scheme would de-
pend altogether on the ability of thesuperintendent to work
out the details.
The situation is really no more complicated than the
switching arrangement at the Union Stock Yards. Al-
though a great many objections have been brought to bear
against the adoption of a joint inspection, yet most of these
objections have come from parties personally interested in
differences between joint inspectore at other points on their
Pereonally, I have never heretofore been in favor of a
joint inspection, but I every day see the need of some dif-
ferent arrangements in Chicago. I believe there are othere
who have objected to a joint inspection, but who are now
about ready, as I am, to try any feasible scheme for joint
service, and it is the opinion of the writer, that the way to
organize is to organize. Master Mechanic.
2 of them, I believe, has had enough advocates to
B being tried by the roads.
The \vritfir has been connected with the Chicago inter-
change for some years and has heard most of the schemes
discussed, and was particularly interested in the work of
the committee appointed by the Western Railway Club to
plan out a joint card. As you well know, considerable time
and labor was spent on this joint card, and, from the discus-
sions over it, it was very evident that the heads of the car
departments in Chicago were not ready for a joint inspec-
tion. It was said at that time, by a member of the com-
mittee, that the matter of a joint inspection could not long
be delayed, as the general managere or superintendents
would take the case out of the hands of the car depart-
ments or give arbitrary ordere that a joint inspection must
be tried. It would look as though this prophecy h;id been
fulfilled, as the^neral superintendents, at a meeting held
in Chicago, May 20th of this year, recommended that some
scheme be offered and bi-ought before the heads of the car
departments.
All those who were interested in the old manner of
Y.-KLi.i. Size.— ^i'cc page 79.)
scheme is, that some road or roads have yai-ds whit
> large and widely separated for one man to attend t
but in most cases of this kind there are other roads which
have yards near, and one man could do the work or look
after twd or more. I have several cases in mind where
one joint insiwctor could be accessible to three different
yards.
In such cases each road would inspect its own care, as
now, and if it had a car with defects which would not
render it unsafe to run, and for which it wished to get an
M. C. B. card, it could call on the joint inspector and he
would issue such a card, or issue a card that would author-
ize the repaire (one card should answer for both purposes).
The cards should be printed in books having stubs, which
should be filled out the same as the cards \ and a report
giving the number and initial of the car should be sent to
eath road. This would add but slightly to the present cost
of inspection to the different roads and, from my experience
with inspection, I believe it would be much more satisfac-
tory. I would have the expenses of the superintendent
borae equally by the roads interested, and the expense of
Standard Unlocking Devices for Couplers.
St. Pail, Minx., May 2(», 1891.
To the Editor of the Railway Master Mechanic:
There are few subjects under consideration at present
that are having as much attention paid them by rail-
road men generally, as that of safety or automatic coup-
lere. Several states, viz: New York, Nebraska, Michi-
gan and Iowa have enacted laws, compliance with which
will doubtless occasion closer scrutiny, on the pai't of rail-
i*oad men, of the vai-ious so-called automatic couplers than
would have obtained had this legislation not been made .
Economy, too, has joined in the appeal to railroad men in
behalf of safety to life and limb, and entered the discussion
. with strong powere of conviction, greatly to the help of es-
1 tablishing the wisdom of the M. C. B. Association in adop-
ting the hook-type of coupler as standard. In proof of this,
witness the action taken by the Vanderbilt lines, April 3,
as reported in the May issue of your journal.
While reading your report of that meeting, the writer's
thoughts assumed the shape of an interrogation point, for
the resolutions as reported are conspicuous for the absence
of the word "automatic," Not once is it used. Are the
representatives of the Vanderbilt systems so painfully
aware of the fact that the three couplers suggested by
them are not automatic that they are constrained to avoid
using the word; They recommend to the Master Car
Buildere' Association "the adoption of a standai-d uu-lock-
ing device for the above three couplere." Why these three
only? Would it not be well, and would it not be fair at
least, to consider this question from a standpoint of justice
to all couplers built upon Master Car Builders' lines and to
consider aZn
The laws of New York, Nebaska, Michigan and Iowa
specifically refer to autwnatic coupters. That clause in
New York's act referring to this subject rejids: "Unless
the same can be coupled and uncoupled auioinaticallyy
without the necessity of having a person go between the
ends of the cars" (to open the knuckle preparatory for
coupling.)
Nebraska's act reads : "Such as shall not necessitate
the going between ends of the care to couple or uncouple
Michigan's act reads: "And such commissionei*s of rail-
roads * * * shall select two or more different patterns
of automatic or safety couplere which will couple with
each other," etc., etc., etc.
Iowa's act reads : "Such as will not necessitate the go-
ing between the ends of cars to couple or uncouple them,
but operate/romf/icsi^o/ me car." In fact all legisla-
tion, proposed and enacted, keeps prominent the auto-
matic feature, stipulating in each case the necessity of
keeping out frcmi between tiie ends of Die cars. It is
recognized by everyone that the coupling of the M. C, B.
type is automatic after the knuckle is prepared for coup-
ling. In order to comply \vith the spii-it of the laws en-
acted, and with those proposed, it becomes necessary that
the unlocking or uncoupling device should be so constructed
that its operation will, in the spirit of the law, fulfill the
demands which will pi*event the railway employe from
going between the ends of the care. Unless such condi-
tions are complied with, a railroad company using a coup-
.lu.N
1891
THE RAIL^VAY MASTBR MECHANIC.
n- which demands the placing of the hand to the knuckle
) open it is in each case violating the law. In view of this,
ould it not be well for the master car buildei-s to consider
«i/i(/v/|Mlie qui'stiim uf adopting a standard form of un-
uUiiiL iii s h . I ii.M ('. B. coupler, as it stands to-day, not
;insi,i. iiiu'deviceisonlyhalf waycompleted.
»...- . u- of the laws already enacted, that
K'lv i- !i i> !i,h. iiiiMt' to beattachetl to that half which
ctedr
The Problem of " Circalation " in Car Heating.
To the Editor of The Itoilwiiy Master Mechanic:
In the discussion of the paper read before the Western
Railway Club at its last meeting on "Car Heating Hj-
Steam," the writer noticed that while the sentiment of the
club was in favor of "indirect steam heating"— using water
as the agent for conveying the heat from the steam to the
atmosphere of the car— considerable stress was laid on the
"high steam pressure" required to perform this ser\nce
and no good and suflBcient reason for the necessity of this
high steam pressure was given, or a remedy suggested.
The writer begs to give the members of the club and to
others interested in the subject the benefit of his exper-
ience in this respect, through the medium of your estima-
ble paper.
In order to bring out the facts clearly it will be necessary
to consider what is meant by "water circulation" as ap-
plied to car heating. In all the different systems of this
kind, whether heated by fire or steam, an endless circuit of
pipe is employed, having at the highest point, connected.in
or to the circuit, an "expansion drum." Two pipes con-
nect this drum with the radiating pipes of the car. These
pipes we will designate as the "uptake" and "downflow"
pipes, their respective names implying the direction in
which the water of circulation passes through them. This
method of st«am heating can be divided into two distinct
classes, to- wit : "drum systems" wherein the circulating
pipes and expansion drum are perfectly sealed, and "jet
system," where the inti-oduction of the necessary overflow
breaks the seal of the circulating pipes.
In the "drum systems" the water is heated in some part
of the "uptake pipe" (the lower the better) by bringing it
into metallic contact with the »team; and as it absorbs the
heat from the steam, it expands and becomes lighter than
the same bulk of water in the corresponding "downflow"
pipe. This diiference in the specific gravity causes
the water in "downflow" pipe to fall, and cir-
culation to take place. This difference in specific
gravity in the two pipes would be only about 4 per
per cent, wei-e one at 40 deg. and the other at 212 deg. Fah.,
but as in i»ractice the "downflow" is really nearly as hot as
the "uptake" the difference in specific gravity is almost in-
appreciable and the circulation of the water would be very
slow— even at atmosphenc pressure — did not the water in
the "uptake" pipe an-ive at a higher temperature than 213
Fah. As a matter of fact, the water in the "uptake" pipe
does anive at a vei-j- much higher temperature than 212
deg, and at atmospheric pressure would become steam,
when it would have less specific gravity by 1,700 times than
the water in the "downflow" pipe. In practice under the
usual temperature of the steam from the locomotive the
water in the "uptake" pipe is vaporized. As gravity, and
gra\ity alone, causes the circulation, these circumstances
should, and do, produce very rapid circulation.
But the circumstances under which the water is expected
to ciivulate in some cars are entirely different, and almost
call for a remonstrance from the cars themselves. The
small amount of space for expansion in the expansion drum
is nut sufficient to any more than allow for the expansion
of the water, and in some cases is inadequate for even
that, there being no space even for the air or gas that must
surely remain above the water in the expansion drum. The
water of cii*culation is thus brought to a pressure of two or
more atmospheres, and requires the same or greater pres-
sure of the steam from the locomotive in order to vaporize
the water in the "uptake" pipe, and .so reduce its specific
gi*a\nty and to promote rapid circulation. It is deplorable
that this principle has been so long overlooked by the manu-
facturers of such heaters as the Baker heater, but such is
the fact.
While these troubles exist in all "drum systems," there
is nothing of the kind in a "jet system," as the required
"overflow" ferthe purpose of allowing the water of con-
densation to pass out of the circulating pipes, completely
breaks the seal and permits the escape of all pressure above
atmosphenc. And as a matter of fact, all "jet systems"
circulate much more rapidly than "drum systems," and at
a much lower pressure of steam, though an increase in the
size of the expansion drum very materially helps the
"Baker heater" under flre, or any "drum sy.stem" with
Hoping these facts may pi-ove mure or less valuable to
railway mechanics, I am yours truly,
J. H. Sewall.
m.
IT
lyxT,
1 J V.^E^g X I
A KIXTPKKVIUL tAS liLAniSG
A RECUPEEATIVE GAS HEATING FTTENACE FOR BAH
KOAD SHOPS.
The accompanying drawing represents a recupera-
tive gas heating furnace, built in June, 1890, for the
Chicago, Rock Island & Pacitic Railway Company, at
their shops in Chicago, and which has since then been
running in connection with a powerful bulldozer
machine. This plan of furnace is patented by John
Zellweger, C. E., 162 La Salle street, Chicago, and is
in successful use on the Rock Island Railway, and also
on the Chicago, Burlington & Quincy.
The furnace consists of a gas producer, a furnace
chamber and a recuperator. In the gas producer
bituminous coal is gasified with air blown into the
ash pit by a steam jet. The gas made enters the fur-
nace chamber above the recuperaU)r thi-ough two
ports in the partition wall; there it meets hot air that
has risen up through the recuperator and commences
to burn. The resulting flame, only partly developed,
passes forward directly underneath the roof of the fur-
nace chamber to the front, and is there turned down-
ward upon the hearth, dropping just inside of the
door. The fuel gas and air which have by their im-
pact against the front wall become thoroughly min-
gled, now combine freely and develop the greatest
heat in the front part of the chamber. The flame,
after striking the hearth, rolls back to the rear and
escapes through large fire ports in the fii-e flues of the
recuperator.
The recuperator is an air heating apparatus and
consists of an air chamber containing fire flues, which
are separated by narrow spaces for the circulation of
air. The fire passing out through these Hues heats
their walls, and the air entering the air spaces has.
on its way to the burner, to pass those heated fire'flue
walls and becomes heated itself by contact with them.
The ingoing air can be made nearly as hot as the out-
going fire gases, and by means of the recuiwrator
this system of furnaces can protlucc and steadily
maintain the very highest temperatures, limited only
by the quality of the furnace material and the dis-
sociation of the gases. The recuperator returns a very
large part of the heat in the outgoing fire gases into
the furnace chamber and the remainder can lie used
for making steam. The heat transferred to the in-
going air not only represents a direct saving, but it
increases the temixsrature of the flame, and. as a con-
sequence, the efficiency of the furnace itself.
The furnace is under complete and easy control; the
quantity of the Are in the chamber is regulated by the
steam blast into the producer. The nature of the flame
can be regulated by the airdamix'r admitting more or
FUliNACE iOK i{\ILIiO\I3 SHOPS,
less ail and by means of the damper on the top of the
stack the fire can be made to come out at the door or
to just stand in the opening. The coal is ordinarily
dropped into the jjroducer through hoppers from the
top, but in this case is thrown in through a door in
the wall of the producer.
This furnace is used for heating iron or steel bars
and plates which are to be bent or shaped in a shap-
ing machine. Other furnaces of similar design, but of
different proportions, are being used for heating of
scrap, piles, axles, shafting, etc.; for instance, at the
Aurora shops of the C, B. & IJ. this design of furnace
is used largely for axle work with very satisfactory
Subjects and Committees for the Cape Hay Conventioni.
1. Metal for Brake Shoes.— Committee, G. VV. Rhodes, B.
K. Verbryck, E. B. Wall.
3. Lettering Freight Cars.— Committee, E. W. Grieves,
G. W. Demarest, R. D. Wade.
.3. Steam Heating and Ventilation of Passenger Cars.-
J. N. Barr, T. A. Bissell, J. W. Marden, J. C. Barber
W. H. Lewis.
4. Steel Plate and Malleable Car Iron in Construction.-
Committeo. Wm. Forsyth, John McKenzie, E, D.
Bronner.
.5, Wheel Guarantee.— Committee, J. J. Hennessey, T.
Sutherland,
(i. Joint Car Inspection.— Committee, A. M. Waitt, H. C.
McCarthy. .S. Irvin, H. Middleton, Wm. Garstang.
7. Air Brake Standards, and Inspet^tion and Care of Air
Brakes on Freight Cars.— Committee, J. S. I.«ntz,
Wm. Turreff, N. W. Sample.
5. Report of Executive Committee on plan for Mainten-
ance of M. C. B. Coupler Standards.
'.I. Iii.])..rt of Kx.'.utivv Committee on .loumal Box, Bear-
\\ I" devoted to the revision of
til'' I II.. ■■ .,1 11,1. I , ii.niL'r, ijiri.'s^ Dthoi-wise ordered.
Mfinbors who havr quostiotis to propose for discussion at
the convention, should hand them to the secretary as early
as possible. Jno. W. Ci.odd, Secretary.
M.VSTKK MECU.VSU'h' ASSOCIATION.
1. Exh.iu»t Pipes, Nozzles and Steam Passages, Investi-
giite Ijest form and size in proimrtion to cylinder; C. F.
Thomas, A. W. Gibbs, L. C. Noble, F. C. Smith, John Y.
Smith.
2. Testing Lalroratories, Chemical and Mechanical : Geo.
Gibbs, Phillip Wallis, G. W. West, L. S. Randolph, D. L.
Barnes.
3. Advantages and disadvantages of pUicing the ftj-e-box
above the frames: Fred. B. Grifliths, James Macbetli, W.
A. Foster, A. G. Leonard, Louis F. Lyne.
THE RAILWAY MASTER MECHANIC.
Junk, 1S91
4. Relative value of Steel and Iron Axles: John Mac-
kenzie, J. S. Graham, ,Iohn S. Cook, E. B. Wall, Thomas
Shaw.
5. Purification or softening of feed water : \V. T. Small,
Harvey Middleton, A. W. Quackenbush, J. B. Barnes, John
W. Hill.
0. The present status of the Car Coupler question. In-
vestigate whether this association can endorse the action
of the Master Car Builders' Association from a mechanical
standpoint in recommending the vertical plane type as a
standard : John Hickey, G. W. Rhodes, Sanford Keeler,
R. H. BlackaU, M. X. Forney.
7. Examination of locomotive engineers and firemen on
their duties relating to the use of fuel, care of the locomo-
tive, and ability to deal with disorder or disability of ma-
chinerj- ; to what extent practiced, and best plan for con-
ducting the examination: M'. H. Thomas, John Player, F.
D. Casanave, J. W. LuttreU, L. R. Pomeroy.
S. Operating locomotives -with different crews. Investi-
gate the comparative advantages of operating locomotives
with different crews on the ''first in and first out*" plan,
and that of confining men to certain engines, the latter not
running a greater number of miles than can be rendered by
their regular crews; discuss any improvement in the
method of running engines : Ross Kells, W. W. Reynolds,
W. F. Turreff, C. G. Turner, John A. Hill.
9. Locomotive for heavy passenger and freight train
service. Investigate the types best suited for this service,
and the relative economy and safety of eight-wheel, ten-
wheel and mogul locomotives for the service in question :
Pulaski Leeds, James Meehau, E. M. Roberts, C. E.Sniait,
\V. A. Smith.
10. Electrical appliances for railroad use. Report on the
progress of electricity in motive power, car lightiug, sig-
naling, welding and kindred uses : T. W. GenU'y, G. B.
Hazelhurst, Albert Griggs, John Ortton, F. W. Dean,
11. Standards of the association : \Vm. Swauston, W
Garstang, C. H. Cory, J. S. McCrum, Thomas Shaw.
Everybody knows the Pintsch light and the com- ,
fort it affords to travelers wherever it is introduced,
but few know about the interesting methods of manu-
facturing the gas which is employed in the produc-
tion of the brilliant lighting effects characteristic of
this system. We have prepared several engravings
showing the interior arrangement of one of the
numerous g-as producing plants operated by the Safety
Car Heating & Lighting Company, which controls the
Piutsch system. This plant is substantially like all
the others. Before referring to these views we pre-
sent a few general notes on the gas making methods
employed.
For manufacturing the gas and compressing it for
delivery to the receivers under the cars, is required a
plant consisting of a gas works, naturally of small di-
mensions, which may be located at any available
place, and pipe lines connecting them with the car
yards and stations. For the pipe lines three-fourths
\ strong iron pipe is used, and if the length be great,
and quick charging of cars is desired, an accumulator
from which the gas is drawn for the cars, is placed in
the yard. In laying the lines no provision is needed
for draining or drips. All moisture and vapors are
eftectively removed during the process of compres-
sion.
The gas works themselves comprise furnaces for
the production of the gas, some small condensing ap-
paratus, a plate washer, purifiers, a station meter and
gasholder, together with compressors and large store-
holders, into which the gas is forced and held ready for
delivery through the pipe lines to the cars. Each
furnace consists of a setting of two retorts, one
arranged above the other. At one end of the furnace
a double mouth piece connects the ends of the two re-
torts. The oil from which the gas is made is fed into
the other end of the upper retort, and the outlet pipe
for the gas is taken from the end of the lower retort
just below. The retorts are heated by a fire l)elow
them, separated from the lower retort by a fire brick
wall. The products of combustion pass along the
sides of the lower retorts, heating them to the proper
temperature for gas making, and before passing into
the chimney, along the sides of the upper ones, heat-
ing them also, but to a less degree, by the heat which
would otherwise be wasted. The cleanliness of the
retorts is found to have considerable influence, not
only upon the amount of fuel used, but also upon the
yield of gas from a given quantity of oil. In order
that they may be easily cleaned, each end of each re-
tort is provided with a cover and an iron pan is used
n the upper, into which the oil falls, serving to pi-e-
ith the hot re-
■ non-volatile
■■ !■ lM;vt of the
i iindition it
■ :ii cif which
■ I -:is. The
i coming into direct cnntaot
i and
perature.
purified,
jr less IS supjil
After the ga.s
t is metered ai
The compressors are drivt
ally constructed fur lli«* jm
j These compress,,!- .\
and worthy of in,,, , i
are designed Uw il,,-
I of the gas. The in.n Ijcd
I pressor S (see detail cut ■ h
cylinder .1, and near the r
I der B. The pistons .if 1
I nected with each , )t li, • ,■ 1 1 , '
piston rods. Thci-, m < i •■'
with the crossli,_:i,i
The steam pressui,
acts directly upi,n tli, i
cylinder, the Hy wheels
steadiness of motion,
stroke, and through th,
and
IHcially interesting
I ,:is.sing note. They
I,, 111 leal compression
, ir frame of the com-
ar one end the steam
the compressed cylin-
■nmiircssors arc con-
slroke.
cial de-
y. The
the gas
to each
PINTSCH LIGHT GAS PLANT.
end of till.' c(niipi-,_,ssiiig lyiindiM-. 1,-jidiiig into the caps
F. The compressed gas is discharged at each end of
I the cylinder into the pipes C through the caps G,
THE RAIL^WAY MASTER MECHANIC.
COMPRESSOR.
[laratus
[t will be Interesting to know that plants substan-
lUy the same as thatshown in our engravings are
_-ated as follows:
, X,.,vVonk X..W F^„v>, \- hartfora;
!■ ■- II. _- 1 l.''.n'. ,11 . , l..i.'l-.,iw;Lima &
■- i; ,^ ... . : i\V !'„,,»., ,;,.„;'n.™
i;.i... .1.. . .-5., 1.11...^.-, ^. '1., supply-
-inik Central and K., W. & O. roads;
usin^ the Union Depot, including
iitial Railroad of Georgia, Richmonu
. O, C . H & D.,
:;rs^
' Crandc West^
Savannah, Ga.,
of Georgia, and
Ujiwai'dsof ;iu railways in this country are now ueingf
a I'intsch light, nearly 1,.HIKJ care now bein^;
iiip])ecl. Several lx)at and slee])in<f car lines are
PINTSCH LIGHT GAS PLANT— KEGUI.ATi.'
cylinders, are check valves with long spiral guides.
The piston has a sjiecial packing of soft metal set
against the steel lining of the cylinder by springs.
The heads and ends of the cylinders are jacketed
with running water to absorb the heat of compres-
sion.
From the cooler the gas is delivered into large
stationary receivers, each having a volume of 265 cu.
\.IM>AR.VTC.-^
C ).\ll
ft. There is a greater or less number of these at
each works, depending upon the demand on the works
for gas. These receivers are over 4 feet in diameter
and 20 feet long, and are made of wrought iron
welded, not riveted. The gas from those holders is
distributed to the various pipe lines leading from the
works, distributing the gas to the raili-oad yards and
pessenger stations for delivery to the ears.
In our illustrations may be found views of the
(urnaoe room, the compressor and the regulating ap
An Electrical Forging Process.
K.vperimental tests of the electrical foiging process
invented by (ieo. D. Burt<m were made in Hoston on
.May 111. By this jjrocess the bar or rod is fed under
ilie dies and the part to be forged is raised to the re-
quired heat by a current of electricity. The current
is shut otT Ixjfore the forging takes jjlace. All these
movements are automatic— it being nece.ssary only to
feed the bar of iron or steel into the machine. The
tests referred to were very satisfactory, although the
contact parts for the current were temporally and
rough substitutes for those which will conduct the
current on the finished machines. A piece of iron
!)-l(i inch .square was comjiletely fused in 44 seconds.
A singular fact was shown in this case, viz.. that the
most inten.se heat was in the center of the bar. The
fused metal ran out of the inside, leaving a shell com-
posed of the four sides. The average time required
THE RAILWAY MASTER MECHANIC.
June, 1891
PlMbCU 1-lUHT GAS PLA^T— FLA.
to bring metal of the dimensions named to the proper
heat for forging was Ifi seconds.
The following extract from a paper recently read
before the Franklin Institute by Mr. Burton gives
interesting details concerning the plant of the Elec-
trical Forging Company and its methods of opera-
tion :
The Elertrical Forging Company's factory is located at
IIB to 169 Oliver street, Boston, Mass., and equipped with
the latest improved machinery. The electric power is ob-
ained from the Edison Co.'s power station, wMch drives a
IW hoi-se power Thomson- Houston motor, located in the fac-
tory, which has a speed of 1,030 revolutions per minute.
The belt runs direct from the motor to the main shaft, and
from this shaft a belt runs to the alternating current gen-
erator or heating apparatus, which is of a pecuUar design,
built especially for the Electrical Forging Company, the
i-apac-itv being 60 horse power, and furnishing a current
capable of heating a bar of steel or iron 8 in. long and 1 in.
square, its entire length, to a white heat in 20 seconds.
The speed of the generator is about 6.50 revolutions per
minute, with an efficiency of 1,600 volts. The fields are ex-
fited by a 2-horse motor. " CmTent is passed from the alter-
nator through a converter, which reduces the current to a
verj' low voltage and increases the intensity of the same
to 'about 12,000 amperes. It is lo be understood that
the conducting medium from the i-onverter to the heatinir
electrodes varies in size and capacity according to the piece
desired to be heated. This also applies to the electroaes,
which are of peculiar designs, the construction of which is
not yet made public.
Conccniing the methods of, and apparatus for, heating
metals by electricity, the question is asked, wherein does
the electrical forging differ from the welding process of
I'rof essor Thomson ! It looks like a step from welding to
forging, and a short one at most., and that Mr. Burton nas
gone over the simie route; but it is claimed that the under-
lying principles necessary to perform the functions capable
..r.-:irr%-in._'tlu. twi. methods into practical operation are
^.i-t;, ,!.M.;.ii' i'n.fessor Thomson's process of welding
I.!. . union of metals, which is generally
.'1. ii;itis to be effected by an imperfect con-
of forging demands a different ap-
eiinstructed resistane.
is suddenly removcH
when a heated blanK i-
■odes as well as whil<
'f heating the metals
It will be remembered that in our April issue we
gave accounts of the Bosworth pump go%-ernor and
of the Bosworth feed water regulator. We now sup-
plement these accounts by description of his pressure
regulator and recorder.
THE PRESSURE REGULATOR.
of the pump governor (applied to a steam
pump) as last descrilied [see p. 53, Railway Master
Mech.^nic for April, 1891,] in connection with an-
other instrument, which, acted upon by fluid pressure
within a receiver, accumulator or chamber of any
kind, will close or open an air valve.
This instrument (see cut herewith) consists of a
Bourdon tube spring opening into the pressure cham-
ber at A. Its free end is connected by an adjustable
i-od, C, to the lever
of the air
D, opening i
pipe. B,
valv
nod need. Both the
used according to
work to be done.
Bailway Patents Expiring i
r, .1.
1 Hay, 1891.
v)a.
Barry, No.
Dumping
Safety device for cai- trucks, M.
Brake, C. E. Coombs, No. l.W.SHi).
liailway gate, J. Keister, No. iriO,474.
Apparatus for recording speed of i-ailway cars, Speed &
■oage, No. 150,903.
Device for registering the slipping of wheels, J. W. Boyle,
, L. Schulze, Nc. l.".l,Jir.
Stock car, S. W. Rcmer, No. l.M,4:H.
Car coupling, W. D. Kinehart, No. l.-il,JM.
Electro magnetic brake, F. F. Achard, No. 151,335.
Condenser for steam cars, A. G. Buzley, No. 151,353.
llto the
which
leads to the cylin-
der of the pump
governor. I t i s
well known that
pressure within a
spring tends to
straighten it and
the movement of
its free end when
under varying pres-
sure is availed of
in this device to
open and close the
air valve, to regulate the pressure in the cyliu-
ilor, and so govern the action of the steam pump.
This instrument is susceptible of very fine ad-
justment, by proper tension on the rod, C, so that
pressure can tw maintained at any desired point. The
operation of the pressure regulator is substantially
the same as that of the feed-water regulator, de-
scriljed in our April issue. In both, the things to be
maintained— the water-line in the boiler and the pres-
sure in the chamber— by their very slight variations
are ingeniously made to initiate forces which are able
to control them, to a degree of perfection which it is
claimed has never been attained before.
THE FEED-WATER RECORDER.
By means of a small float-chamber communicating
with the steam and water spaces of a boiler, and suit-
able clock work, the Bosworth feed-water recorder
registers on a paper dial the rise and fall of water in
the boiler to which it is attached.
THE FEED-WATER REGULATOR AND RECORDER
is a combination of the feed-water recorder, last men-
tioned, and the feed-water regulator, previously de-
scribed in our April issue, and is for the double pur-
pose of maintaining an even water line in the boiler,
and recording this result on a paper dial.
The importance of a constant water line in a steam
boiler is well understood, as is also the difficulty of
maintaining it in the ordinary way even by the most
careful engineer. Low water and a low fire are as
likely as not to occur at the same time, and then,
lower pressure and lessened power ai-e inevitable: the
icsult of which is slackened speed of machinery,
diminished product and actual loss to the establish-
ment. All this is avoided by the use of the Bosworth
apparatus, whereby the water line is so evenly main-
tained that the firing can be reduced to a system, by
which a steady speed of machinery and regular pro-
duct are assured. By an even water line and syste-
matic firing, a considerable saving in fuel is effected,
and for the same reason, the life and strength of the
boiler are preserved, and its durability greatly pro-
longed. To these economies may be added the more
important consideration of safety and security to life
and property which are afforded by the use of this
appai-atus.
These inventions are controlled e.\clusivelv by the
Crosby Steam Gage & Valve Co., of Boston, Mass.,
I by whom they are manufactured and sold. Mr. Bos-
I worth is still exploring in this prolific field of steam
engineering and has just completed a most successful
line of experiments with a new device for feeding — by
a single pump— a series or battery of steam boilers
without regard to the different and varying pressures
in each. _
THE Wn.LIAHS AUTOMATIC CAR COUPLEE.
Mr. Dyer Williams, of Cedar Rapids, Iowa, has
perfected an M. C. B car coupler, of which we give
illustrations. The locking mechanism and tail of the
knuckle are quite original in design. The inventor
has endeavored to make impossible the disabling of
a coupler by the forcible entry of a link into the draw
head. It is a fact that the locking mechanism of
some of the M. C. B. couplers is occasionally ren-
dered useless by this cause. When a car carrying an
Ames or an ordinary link (especially If the latter be
only 4 inches in width), is driven back forcibly against
an M. ('. P,. draw liar, the link will sometimes be
f,)i-i'..l iiiliillie very vitals of the locking mechanism
,,f liie lall,Tai..l disable it.
To meet lliis dittieiilty. .Mr. Williams gives his
knuckle a forked tail, a.- may I'e --en in the engrav-
ings. The right hand fork as one faces the draw bar
lies in the opening in the draw head so that a link,
entering this opening, strikes against it. The left
hand side of this right hand fork, when the knuckle
is closed, lies against a rib or sto|i cast in the draw
head. Thus, the right hand fork of the tail of the
knuckle acts as a shield which covers and protects the
vital parts of the locking mechanism.
The right hand face of the left fork of the tail of
the knuckle bears against the locking pin. The lat-
ter is of a peculiar shape, as shown, and when
dropped to a locking position bears against the left
side of the rib above mentioned. Very little power is
required to draw it for unlocking.
Another novel and important feature of this coupler
JUN-K, 1S91
THE RAIL^VAY MASTER MECHANIC.
is the arrangement of parts by which when a tail bolt
If i ves way, for any cause, the draw bar is prevented
from bein^ drawn out and dropped on the track.
When a tail bolt fails and the draw bar begins to start
friim its position the slack of the chain which con-
noeta the locking pin with the lever is taken up, and
any further movement of the draw bar causes the
liK'kin^' pin In In- diawn, thus iinr.>u])ling the car he-
fiMv Hi.- iliaw l>ai- has tn.ii pii! ir.l nut far enough to
lence their selec-
dr'op on the track. This fi-alure has been success-
fully tested in actual service, and Mr. Williams guar-
antees that the unlocking devices will always operate
as described in case of failure of the tail bolt. The
importance of this feature will be recognized by all
railroad men.
A considerable number of these couplers are in
service on the Burlington, Cedar Rapids & Northern
road, and so far there have been no breakages or fail-
ure. That road, we understand, is now applying this
coupler exclusively.
A Bailroad Abnse that Should be Remedied.
Right in the line of argument which has hereto-
fore been presented in this journal, concerning "snap"
railway advertising schemes, our esteemed contem-
jiorary, the Locomotive Engineer, gives the following
strong article on this subject:
One of the most vexatious problems that manufac-
turei-s of railway appliances and supplies have to deal
with, and which, in its net results, is not without a
bearing upon the welfare of railroad men and the
status of important railroad interests, has its root in
the action of certain elsisses of railway officers, and
constitutes a flagrant abuse which shoiild be remedied
We refer to the manner of issuing the numberless
advertising pamphlets and dodgers of all sorts that
railway passenger and traltic agents or other officials
are all the time getting out, in the supposed Interest
of the road, and for which "advertisements" are
solicited from manufacturers of railway appliances
who are doing business or hope to do business with
the road. Doubtless most of these so-called "adver-
tisements" are solicited with an eye to economy in
the cost of advertising the railroad. In many in-
stances there is room for suspicion that the profits
derived from their apiiearance in railroad pamphlets
are iti tlti- rKitm*.- n' :i private "si)ec.," in which, [)os-
sibly. If . i :ii ... 'ivorite who does the "soliciting"
is coll. . I.I- case, not very much study of
the -.: , id to show that the railroad
jiamiilil. ;- . I- I. .1 ;ii,. by it given such an advertis-
ing look and hulk, that the public which might be
willing to read them, if issued on their own merits,
give them very little attention, and, of coui-so, this
tends to defeat the object nominally aimed at.
As a matter of fact, with very few exceptions, the
manufacturers of railway appliances and supplies,
from whom these so-called "advertisements'' are so-
licited, regard all such solicitation as made under
cover of an implied threat of business disadvantage,
in case of their refusal to comply. The veiled request
is really a demand in the eyes of the manufacturer,
with which he complies unwillingly, and is a form of
tribute or levy, to which he fr-equently, in the pr'i\;w\
of his ledger, applies a much stronger epith.-t.
The reason is plain. A pamphlet is koH.h .mi.
containing bir'd's-eye views, and eulogi.slii' .i. >ci ip-
lions of the lx)ar-ding house.s, scenei-y anil olln i ai-
ti-actions along the line of the Birngt«)wn. UugUrord ;
& Bang-up R. R., to lie gratuitousiy distributed among I
grocer-s, lawyer-s, doctors and other- non-r-ailroading
classes in the community. No matter with what mo-
tives advertisements of railway ap|)liances ai-o so-
licited for such a pamphlet, they cannot possibly do
the manufactur'er any good, because gr-ocei-s. lawjei-s,
doctor's, etc.. do not buy railway supplies themselves,
and cannot in the least degree
tion, pur-chase or use.
Now, if this sort of thing involved a ta.x only occa-
sionally e.xtor-ted, manufaL-Uii-er-.s could stand il and
still be happy, but 111.' 1 1 ..111.'. !-. li.ai il,. -.ui.. lu,-
proven too soft, and ; .1,1,
ing or permitting ii K I- ; .|. , -
are not wanting, in
bills for this kind of . _ - .1.:
thousands of dollars 1 : 1
onerous, that they a. ., . ,
ference to the whol.. - . . . , . .
tends to hinder the introduction of new appliances on
r-ailroads, no matter how meritorious, and, equally of
eour-se, this effect is to the disadvantage of the r-ail-
The remedy, if remedy there be, will have to . nni.
from one or both of two sources. Manufacturtr-s win
have to more gener-ally make up thoir minds tliai 1 li.
implied threat is a-s ili^voiil of ii-.-i._'!it m-- tli..:iii ,,'
trenefit. A pi-omini.iii iii;ii,,,':i,.i .,1 , 1 1,,,- 1, ,. .:.„,. .i,
'an of requesting th.
m a letter from 1 1 . . , . , 1 , , , , . ,
^Lskintrhim to r-iH-o..-iii .■ ih.. i.. ,u 1 -- ...
I'"''..-" • -<-M -f litty this k-tternevi-V....i
1" ' i|.pear-s anywhere, that his !■.
' '"■ with the practical or the I" I
•''■p.i! ■ i:i' ii!~ " ■ I., roads concerned. Another nun ,
facUiiir ;isks lor a letter from the purchasing agont.
and with equally happy results.
The other part of the remedy will have to come
fr-om the railroad official. Passenger and freight
agents, and other subordinate officers who have been
getting out such publications in good faith, may in
time, perhaps, realize that the method they have
been following tends to defeat the object aimed at.
Those who have pr-actieed it for other reasons, should
be promptly set right, by prohibitor-y or-ders issued
by the gener-al manager.
words "with" and "date" the woi
applying them, the."
Rule 2t.
pri.viik-d, a
lutials of the r-oad
u.ude.'
Rule 23.
To make a revision of the prices of car bodies and trucks.
Rule St;.
To establish, in addition to the prices now given for ma-
terial as per rule -M. a tixed time charge for labor for the
following standard repairs to freij?ht c-irs.
The Interchange Rules— Proposed Alterations.
The vecommendations of the Western Railway Club
as to alterations in the M. C. B. interchange rules
are as follows:
Rule 3.
To insert after the word "effective" in clause 7 of para-
graph (u) of rule 3, the words, "Draw timbers must be
sound and free from cracks or splits which extend from the
end tfl bolt hole or from one bolt hole to another."
To add to section ( y) after the word "missing" the words
orbroken, 90 :is to render contents of cars liable to dama-
ge from sparks or storms."
To add to section iz) the words "light or loaded."
RuUo.
To add after the word "specif;
words "without abb^e^iatious."
Rule e.
To add to rule 6 the following : "In the event of repair-
ing only a portion of the defects covered bv the card the
parts so repaired shall be canceUed from "the card, arid in
place of detaching the card from the car as is now the cus-
tom, an abstract of this card shall be made U-. accompany
the bill for the parts repaired."
To strike out from rule r; the clause "provided such re-
pairs are net-essary for the safe running of the car "
Rule 9.
To alter the third paragraph from top of page 1-2 of B. .. .k
of Rules, concerning changing of axles, to read as fnlll.\^ ,
"When axles are changed the axles applied shall be stamp. .1
or prick-punched near the center with the initials uf ih.
them, together with the date of appliiatii.il
all sheeting, iinrngand roof.
" Three 1
To make
To add
the fifth line, tht
road i .. . , „ . ..
and they shall be charged to the i
!0f 1
To insert in rule 1
Rule It.
To add after the word "decav" the
of roof blown off because of faulty 1
Riiic 17.'
To in-scrt in the fourth paragraph .
iipany
vning the car if
if rule 17, between the
1 general revision of prices in rule 'X.
To add to the paragraph in rule 36, referring to manu-
factured articles (see p. 21), the following words : " With-
out any allowance for freight charges."
flute 29.
To change rule 29 to read as follows: "Any railroad
company that does a general traflic business may become a
party to the code of rules by giving notice through one of
Its general officers to the secretarv of the Master Car
Builders' Association, and pro\idiug the application is ap-
proved by the executive committee."
Prcfac e.
To insert the following preface in the book of rules :
"These rules are intended :
"1. To promote the safety of freight trains.
"2. To prevent unnecessary delay to freight cars.
"3. To locate the responsibility for damage to freight
cars and to provide an equitable basis of settlement for
such damage."
In addition to the foregoing the club put itself ou record
it the effect that, no roads should make bills on defect
•ards except where
repaii-s themselves.
GROSS HORSE POWER OF AN 18 INCH ENGINE.
The table annexed tri v. s Ih.- -.....- In.,-^ pms,-i- of ar
IS in. engine at vai-ion~ |,i..i..ii ~p. . .1^ ;r,,in 1 110 to 1,20
ft. inclusive, advauciii_. In iifn. - up 1., i.uo.i, and wit:
mean effective pr-essur.-s from .', (., :,:, 11,^, ini-lirsive
advancing by 2* lb. steps. Thcr-c are so many 1« in
engines rrmning, particularly lowmiotives, that thi
table, which is the most complete in its line ever pirl)
lish.il. slhiiiM prove vei-y handy for i-eference ti
the:
liav
fourth the power o
inres as much, and so on.
For- other speeds, or for- i>llu-
ures of an 18 in. .-ii-iii. , U.
.■ould Iw exactly )>iop..i : ... ,.
i-ould be half that for ■. ... . ,
the gross hor'.se imwers would
reas— thus il in. bor-e' would
in.;;t(iin. four
cent.
550. and so .
E (AREA -sa-.
tha
w am 2i
400! i.iuil .lion: rm\ 1
Ton 7r,nl ««,!
effective pr-es-
hor-se power-s
'1- 4a"> feet it
I "J feet 10 por-
:ls mrrch as for-
r.imo I i.khi. i.am
. M ■.IS .^,11
SS
THE RAIL^^^AY MASTER MECHANIC.
June, 1891 n
THE APPLICATION AND CAKE OF SIDE BODS-KEA-
SONS WHY THEY BREAK.
(Pulaski Leeds before the Southwestern Railway Club. J
While ray preference in side rods is for the I-seetion
swelling towards the center vertically, on account of
giving greater strength against the vibration with
the least weight, and crucible steel as the best ma-
terial, still I consider the proper application and care
of side rods as of more consequence, for I am confi-
dent that more pins, straps and rods are broken by be-
rod either way from main pin. Where there was a
second rod either way from tlie main pin, this 1-32
israadeascant sixteenth. I have in this way made
a smooth working engine out of one bitterly com-
plained of by the engineer, and have converted and
convinced many a one that a loose bearing in the
back end made no pounding, but on the other hand
reduced it: also that it reduced the probability of his
most vivid recollection of the -'patter of the slipper"
being outdone,
too long and ru
.n my opinion i
cool, and it is i
side rod cannot l>e
y belief that its be-
THE APPLICATION AND CARE OF SIDE RODS-REASONS WHY THEY BREAIC.
ing loose at extremes from the main bearing never
injured either rod or pin, while the opposite prac-
tice has resulted in the stripping of many an engine.
ing too tight and of improper length than any other
cause. I believe In the rod without keys, as a protec-
tion against injurious meddling by incompetent per-
sons. You will probably have noticed that where
cracked and broken straps begin to appear, they be-
come almost epidemic: this, I believe, comes from im-
proper understanding of the conditions surrounding
the use of a side rod, and an indiscriminate reducing
of brasses. There is often a lack of judgment both in
reporting and caring for rods, and in many cases the
entire lost motion of driving boxes, etc., is taken up
with the result of having all strains due to variation
of distance between crank pins, thrown on rods and
pins.
While the solid rod does away with improper ma-
nipulation, the fact remains that no matter what their
construction, if rods are properly applied they will
run all right; otherwise they will be overstrained. In
order to demonstrate we will suppose one wheel to be
in a depression of the track, and the other on a high
IX)int, so as to utilize the whole space above
and below the driving boxes, the top of one
striking under-side of frame, while the other
strikes the binder below, as show in the accom-
panying sketch. Now, what are the conditions? If
the wheels are in quarter, the sum of the lengths of
the two rods when on the eighths, one crank being
above and the other below the center, must be twice
the distance between centers of axles. Of course
when one crank is on center and the other on
quarter, the one on quarter can be considerably long
or short, but not at other points as stated; there, if
one is too long, the other must be equally short.
Now, recognizing this, let us see the effect of the an-
gularity caused by extreme vibrations of boxes in
Ijed&stala; taking an L. & N. consolidation we have
length of two back side rods as 4 ft. 6 In., and forward
one as (5 feet 8 inches; the extremes of rise and fall
of centers are SJ inches; we therefore have a right
angled triangle, the base of which is the length be
Iween centers when in a normal position, 4 feet 8 in-
ches, the ixjrpendicular 5* inches and the hypothen-
use (the distance between centers at extremes of rise
and fall) being 4 feet li'iS incheSj nominally !l-.'J2
longer than normal. Taking the forward rod
ve find the triangle would be, base fi feet 8 inches,
perpendicular .")4 inches, and hypolhenuse 8 feet Ulil
inches r>r about :i-lH longer than the rod. Of course
the longer the rod the less difference in length due to
this angularity. Now these are the extremes and sel-
dom o^cur in practice. The lost motion in bearings,
wedge seats, etc., heljra to reduce the strains on rods
jnder such circumstances. Still it exists in some de-
gree and should be provided for.
My practice for many years has been to make the
main side rod bearing as tight as it would run cool;
then to make the other Iwarings slightly oblong in
the brass, putting them up just as long as I could be-
tween the pins, and 1-32 open on the side far-
thest away from the main pin. This ia for the first
THE DEEXEL CAE COUPLER.
The Drexel car coupler, one of the latest aspirants
for favor, presents some points that will command
careful in%'estigation. It is of the M. C. B. type, as
our illustrations show, but it possesses decided nov-
elty in its locking gear, and has some other notable
points of difference. It will be seen that with the
ears of the head set so far back there has been no
need of cutting away of metal in proximity to the
link slot in the knuckle. The full thickness of the
knuckle extends back to a point in front of the pivotal
pin, so that there is more metal upon the face to re-
ceive buffing strains than is ordinarily found. The
head is very compact, the pivotal pin being placed
well back from the face of the knuckle, thus permit-
ting the transfer of about 20 lbs. of metal from the
head to the knuckle. The locking block is carried in
the tail of the knuckle, and its manner of raising, and
dropping, by gravity, is clearly indicated in our en-
gravings. The block is controlled by a short link
running through the tall of the knuckle, and around
the pivotal pin: this link is suitably connected with
the operating rod by a short link chain as shown.
A distinguishing feature of the locking mechanism
of this coupler is that one simple upward movement
of the lever handle will not only lift the latch or
locking block, but will at the same time rotate the
knuckle, placing It in position for coupling. Thus,
one extremely desirable feature in couplers is sup-
plied, for the use of this coupler removes absolutely
the necessity of going between the cars for the pur-
pose of preparing the couplers for coupling or un-
coupling. No necessity arises for putting the hand
to the knuckle for any purpose connected with coup-
ling or uncoupling of cars. This coupler Is controlled
by the Drexel Car Coupler Company, the Rookery,
Chicago.
A NEW STEEL ORE CAB.
Our engravings give an excellent idea of the details
of construction of a new steel ore car that has been
designed by the Harvey Steel Car Co., of Harvey, 111.
Little description is needed, for the drawings are very
complete. We may state, however, that in this car
the distinctive features of the Harvey designs in car
construction are followed closely. In these designs
the sills are made of steel channels. In the middle,
intermediate and end sills the channels are placed
with their flanges facing, forming a box. In the out-
side sills the channels are placed back to back, being,
however, slightly separated, as are those in the other
sills. By this arrangement of using two channels,
with a space between them for the sills, all the ver-
tical posts are given a firm anchorage and one that is
obtained without drilling. There is no drilling of
sills for horizontal bolts except at the extreme ends,
in the Harvey cars, although in the ore car shown
herewith the center sill Is necessarily drilled to pro-
THE DREXEL COUPLER.
Jirs-E, IROl
THE RAIL^A^AY MASTER MECHANIC.
vide for the reinforcing plates necessitated by
h i|iper. Thie posts are built up after the same fashion
as the sills, channels being similarly used, as shown
in our engravings.
The double system of sills also affords a means of
fastening the floor without the use of boring holes in
the sills, the floor being secured by bolts fastened be-
tween the two channels. In the same way the body
bolsters, needle beams, brake gears and air brakes are
attached to the car. The car can be repaii'ed in any
sbo]) no special forms being used which cannot be ob-
tained or built at any city.
The Harvey cars are designed so that all the parts
up to the floor will be interchangeable, that is, all the
pai-ts to the floor line, in the stock care, bo.x cars, re-
frigerator cars and gondola, drop end and drop side
cars are interchangeable for the same length of oar.
Rigidity in most metal cars has proven them imprac-
ticable the c ar t)eing too hard on the road bed, and so
unyielding to the load that it is very severe on the car
body itself. This difficulty is met by clamping the
ramc together by the post ends as described above.
THK DREXEL COUI
se of repaii-, the sills can be removed withoutdis-
t arbing the other sills or plate of the car and the car is
ilrsigned so that the flooring and sheathing can be re-
placed without disturbing the frame work. All the
Imlts, body brace rods and truss rods are in immediate
sight so that they can be observed or removed at any
time, if desired.
The Harvey cars have met with marked favor and
are easily the leaders among steel cars. The Harvey
company is building 10 gondola coal caa-s. 15 stock and
2.T bo.x cars, these embodying as intimated above, the
same general principles of construction as are shown
in the ore car.
RELEASE RIGGINC.
GOSSIP ABOTTT MACEINE AND CAR SHOPS.
The Northern Pacifle Railway Company will soon com-
mence the erection of new machine shops at Missoula,
Mont. The company will also build a roundhouse and re-
pair shops at Ocasta, Wash.
It is rumored that the Atlanta repair shops of tne
Western & Atlantic Railroad Company will be removed U,
Dalton, Ga., and a new roundhouse erected at the latter
place.
The remodeling and improvement of the Mt. Clare boiler
shops of the Baltimore & Ohio railroad, is said to be con-
templated in the near future.
Work has beeu
A >rEW STEEL ORE CAR.
88
THE RAIL\VAY MASTER MECHANIC.
June, 1891
at New Castle Junction, Pa., by the Pittsburgh & Western
Railway Company.
The work of preparing the site for the new i-oundhouse
and shops of the Houston & Texas Central Railway Com-
pany, at Ennis, Tex., has been commenced. The plans and
specifications for the shops and roundhouse have also been
completed.
A large roundhouse will be built and other improvements
made in the Bradford, Pa., shops of the New York, Lake
Erie & Western Railroad Companj-.
It is expected that the new shops of the Toledo, St. Louis
& Kansas City, at Frankfort, Ind., will be completed and
equipped with machinery by July 1, IS'.U. They are all
constructed of brick, resting on stone foundations, and will
have slate roofs. A i-ound house, which will hold twelve
locomotives, is already completed.
The car shops of the Canadian Pacllic at Montreal, Can.,
which were recently destroyed by lire, are to be replaced
by new shops, and the work on the same has already been
commenced. They will be on the same general plan, and
oi'cupy the same site, as the old shops and will be fitted up
throughout \vith new machinei-j- and tools.
It is undei-stood that the repair and machine shops of
he Santa Fe system, which were burned on the morning of
May s, will be re-built at once.
The Missouri Pacific Railway Co. will erect new shops
and a roundhouse at Kansas City, Mo., and Mr. R. M.
Peck, superintendent of bridges and buildings has ret eived
instructions to prepare plans for the same. The exact lo-
cation has not as yet been settled.
The new shops of the Harvey Steel Car Co., at Harvey.
111., are in operation, and at present give employment to
about 7h men. The erecting floors and the machines are
now under one roof. The dimensions of the building are
300 X 100 ft., but as the plant is extended the machine and
erecting departments will be separated, and all of the pres-
ent building will be used as an erecting floor.
The Chicago, Milwaukee & St. Paul railway has nearly
completed the addition to its car shops at West Milwaukee,
Wis., which it is building. This addition will add consider-
ably to the capacity of the shops and will give employment
to about 300 additional men.
A new car shop, 200x73 ft. is to be built at Saxton, Pa.,
by the Huntington & Broad Top Mountain railroad. A
new foundry building will also be built.
At West Albany. N. Y., the New York Central & Hudson
River railroad is building new wrecking shops, which
when completed will employ aiwut 200 hands. Much of
the repair work now done at Schenectady and other shops
will be done at West Albany when the new shops arc com-
pleted.
to lift out of g-ear when taking a heavy cut. makin'^ a
feed that can be relied iipcm as being lirst-class in
every particular. The feed rolls are weighted on an
Improved principle, the weights being adjustable to
give more or less pressure as desired. There are two
speeds to the feed, and the manufacturers assure wood
workers that this machine will do smoother work at
its fast«st feed than has heretofore been attained on
any other smoothing planer at a much slower speed.
I The cylinder is four sided, so as to use either two or
four knives, as may be desii'ed. It is double belted,
and the feed is run directly from it. There are pres-
sure bars on each side of the cylinder, arranged on a
new principle, and work to the circle of the head,
thus preventing all tearing out of wavy grained or
knotty stuff, either narrow or wide, or clipping of
ends.
One of the greatest advantages claimed for this ma-
chine, especially in the wide sizes, is that the stock
can be run diagonally under the cylinder, which is tar
better than running a cylinder in a diagonal position,
as it permits straight belts being run to the cylinder,
and the planing of short stuff. It is specially adapted
for planing framed stock where straight and cross
grained wood is built up, and which heretofore has
given car builders and furniture manufacturers any
amount of trouble on account of their not being able
to plane this particular kind of work. It will do this
kind of work perfectly.
FB0GRES8 IN SMOOTHING FLANEBS.
In this mechanical age a remarkable advance in
planers has Ijeen made, so that now a perfect surface
can be produced on all kinds of wood. By those in-
terest«d in this direction there is always evinced a
keenness for the now ideas and now improvements ap-
pertaining to this very essential machine and we
therefore have ul)tained from the Egan Co. engrav-
ings of their latest form of planer through which the
largest production is secured in the most convenient
manner. The demand for something better in the
way of a hard wood planer and smoother than has
No. 4 EXTKA IlEAVV Pl.ANEK A.Vl) SmOOTHEU.
heretofore been brought out has resulted in the one
shown above and we are assured that those who have
been looking for the best expression of this character
<'apable of doing extra line work will not be disap-
jroinled in the performance of this machine. The cut
shows a SO in. size (five sizes arc made, ranging from
24 to 42 inches wide). The means of adjusting the
txjd -raising and lowering on inclines— makes it ab-
solutely solid and free -from vibration. The feed con-
sists of four iiowerfuUy geared feed rolls of large dia-
meter, and the fluted or front feed roll is driven by
expansion gearing, making it impossible for the roll
No. 9 Double Cvuxdek Pi.axeu and Smootiiek.
Our second engraving represents the same machine
provided with two cylinders for planing with the un-
der cylinder as smooth as with the upper. While do-
ing this it is yet simple to adjust and to operate. It
is a very successful machine and has notable ability to
handle a maximum amount of perfect work. Car
builders, furniture manufacturers, etc., who have
stock to dress on one or both sides, and who have
wide, hardwood table tops or other glued up work Id
plane, and who have not found a machine to do tin
w"ork to their satisfaction, will, we are assured, tn
more than pleased with the work done on this ma-
chine, and astonished at the speed at which it will d..
it. For planing mills, wagon and carrisige factories,
it will be found a valuable acquisition, and for piann
and organ work, which must necessarily be perfectly
smooth, it is claimed to excel any other machine, a-s
no better machine can be found to prepare work for a
sander, while its great capacity fits it for general
planing. For further information in regard to these
machines address the Egan Company, Nos. 216 to 238
West Front street, Cincinnati, Ohio.
Steel Air Brake Fittings.
I ukni- .niincctions for air brakes to engines,
li;i--( iiu'i ami li-uight cars, great care should betaken
I liai ail ,-iirli J. lints are made perfectly air tight, also
Mil- leakage caused by improper connections would
cither have to lie made up directly from the air pump,
which occasions considerable expense, or the ineflfcet-
ual working of the air brake might cause serious
trouble.
F.xiicrionce has iiroved that for air brake connec-
tions, all joints must Ixi made exceptionally tight as
air ]ircssure is much more searching than either
steam or water, and the air pressure required for
oiierating these brakes is equal to .5,000 or 10,000 lbs.
hydraulic pressure. The ordinary malleable iron fit-
tings which are used in some instances, will, if put to
a lest, show a leakage, in some cases, as high as ."lO.
lier cent.
Now as the air brake manufacturers are particular
to test their air brakes, should not the fittings and
connections all be of as good quality as the air brakes
The ordinary gas pijie which is on the market to-day
is t^'^tcd. and lieing of wrought iron (homogeneous),
is admirably adapted for such connections; but ordi-
nai"y malleable fittings do not come up to the same
standard and should not be used for air brake con-
The steel fittings which are now on the market that
are furnished by Stanley G. Flagg & Co., of Philadel-
phia. Pa., have been used with great satisfaction by a
number of railroads and car shops, some railroads
having adopted them as a standard fitting from i in.
to 2 in. inclusive for all connections, and particularly
so for locomotive work, giving their opinion that they
are more economical, saving time in connecting and
proving to be homogeneous and free from leakage.
The Westinghouse Air Brake Company have given
these steel fittings a strong recommendation, stating
that previous to their use they were caused consider-
able annoyance by even the best of galvanized mal-
leable fittings. In regard to the steel fittings, the
Westinghouse Co.say that they arc entirely "air tight,
and threads full and sharp, and tapped to the original
Briggs standard, rendering them, according to our
experience, the best in every respect for air brake
purposes and the cheapest in the end.''
Additional testimony to the value of the steel fit-
tings comes from the Terre Haute Car & Manufactur-
ing Co., the Pittsburgh Locomotive & Car Works,
the Boyden Brake Co., the Eames Brake Co., Mr. R.
D. Wade, S. M. P. of the Richmond & Danville Rail-
road Co., and Mr. J. S. McCrum, S. M. P. of the Kan-
sas City. Ft. Scott & Memphis Railroad Co.
The masti-r mechanic and master car builder should
(■i'n>idci- till- use of these steal fittings for all air brake
cuuuectiouo, as they aie guaranteed perfect in every
respect, and to stand not only the final test but the
wear and tear of manipulation and service, which is a
severe strain.
BOOK NOTES.
name of each railroad com i
the name heretofore given,
may be. It also indicates t
chase of supplirs on road-; '
iiniplete legal
IV adding to
lUlyapprco
s of them i
I Ir . ;nHl l.y llins,- who pUTchasc sup
anil in Uirii" daily i-OlTespondcnce. '1
Ui t his IcaLurc of the book by railwii
ami in all parts of the country has I
to the publishers. "The list of tm
of railway supplj- houses'" in this is:
plete than it was la.'^t yoar. This lis
venieniT- t-i t||,,^,. wh'< »i;iv iiif \>-:
United s-^. ' '- /"'''/
of the trades de-
dictionary, being
We have reccivr.i n.,,
son, N. J., a copy of ,i |mi
dealing with the diMit ,i|i
intended chiefly as .m a.i*
smoke stack base damper,
estin^ and pi-ofitable to i-ea
enee in designing locomoti'
ful consideration, and we v
fuel economy to obtain on..
Ir D.K.Clark's new
r for adequate notice
hrough the section de-
regret that
les were not
sketched" for illustration instead of those used. This, how-
ever, does not seriously invalidate the importance of the
book, vphich wc hoi>e to notice cntically next month.
THE RAILAVAY MASTER MECHANIC.
Service Testa of the Morton Heater.
The Morton Safety Car Heater performed excellent
service during the past winter. l'''or instance, on the
Grand Trunk Railway of Canada a train of four cars
has been runninjr since December 16, ISIK), on the
coldest portion of the road, between Montreal and
Laohine, Canada, along the banks of the St. Lawrence
river. During this period the thermometer ranged
flora SI) deg. above to 20 deg. below zero; the average
temperature for December being ."> deg. above zero.
In the coldest weather from live to ten minutes a\y-
plivation of steam every two houi's gave a tempera-
ture inside the train from BS to 72 degs. The train
was left out on trtick every night at 10 o'clock at "0
deg., and at 5"30 next morning would show from 30
o 40 degs. A second train of four cars has been running
daily on the Island Pond route, " '
engine broke down
live hours, ;in/
mometer ro^:i-
tercolonial Humv.n
On March 11th the
I UL'iir Island Pond and a freight
1: iiM ii.iiii was without steam for
I : 1 1 Montreal the thor-
II the cars. On the In-
M I . Ilia. laa train of cars equipped
iji .-^^i , ii\-. and there equally good
obtained. On .Tanuary 29, 1891,
with this h.
results hav
train was run on the road between Halifax, N. S. and
St. John, N. B., 2"o miles, and a regular temperature
of from 70 to 72 degs. maintained the entire distance,
by application of steam for five minutes each hour.
The Morton Heater has also been notably successful
on the Shenandoah Valley, the C. St. P. M. & O., and
the Roanoke ;& Salem Railways, and on the West
Knd Street Railway of Boston, the Union Street Rail-
way of Dover, etc.
Using as a text or ''point of departure" the recent
"tunnel" accident to a New York, New Haven & Hart-
ford train, in which passenger cars were burned and
several employes lost their lives, the National Car
Heating Company in a circular calls attention to its
system of heating cars by water circulation produced
by steam heat. The circular very properly assumes
that the general question, "should cars be heated by
steam," ha.s already been decided in the affirmative.
The sy-<t..ni r.f i)ii-i".'nmpany embraces a double circu-
lation _■ 1 \ III.' a ■-. iiaiati- tlow of water on each side of
the la ■laimed, produces an equal heat
onl«.ii ar to an extent impossible where
the rh. I'ai hin I- , allied entirely around thecar. The
steam pi|H_s in this system are entirely outside the
car. A modification of it can bo used with Baker
heater pipes.
PERSONAL.
Mr. .Inhn Ncwhoilse has been appointed master mechanic
of the Kentucky & Indiana Bridge Co.
Mr. W. .1. Ucilly has been appointed pm'chasiug agent of
tilt" Buffalo, Rochester & Pittsburgh railway.
Mr. W. J. Wilcox has been appointed muster mechanic of
the Charleston, Cincinnati &, Chicago Kailway.
Mr. J. H. Agnew, master mechanic of the South Carolina
road, has been made superintendent of the same road.
Mr. M. K. Bamum, superintendent of the Cheyenne
sliops of the Union Pacific Railway, has resigned that posi
tion.
Mr. D. McKenzie, lately general^manager of the Pacific
Short Une, has been appointed purchasing agent of the
Central Vermont.
Mr. Garrison, foreman of the Frankfort shops of the
West Shore road has been aptiointcd master mechanic vice
Mr. .las. Macbeth resigned.
Mr. J. A. Quinn has been appointed master mechanic
nf the new Clifton Forge shops and terminals of the Chesa-
pcak & Ohio Railway, located at Clifton Forge, Va.
Mr. B. Malloy, gciiLial foreman at Milwaukee of the Chi-
rajii & North wist crn liailway, hiis been appointed master
inoihaiiic of th.^ Wisconsin division of that road.
W. .\. Stout', master n
villc ,\: St. I^ouis, has
Kvaiisvillc 1^ Terrc Haute, no
of the Louisville, Evans-
Mr. Torrance, of the
eludes Mr. Stone's former
Mr. Allan Bourn has resigneil his position ii.s purchasing
agent of the Michigan Central railway to aicept a similar
position on the New York Central, where he succeeds Mr.
Charles Reed, resigned.
Mr. W. M. Argue, who suciceds R. F. Poole as master
mechanic of the Savannah, Aroericus & Montgomery, ob-
tained his first shop experience on the D. L. & W. under
Master Mechanic Chas. Graham.
Mr. Ij. S. Ferry, one of the special apprentices of the
C. B. &, Q. railroad at Auroi-a, has left that road to engage
with the Frost lighting system, being in the office of Mr.
Merle Middleton, western manager of that system.
Mr. M. F. Egan. master mechanic of the Union Pacific
at Denver, has been placed in the operating department,
having been made assistant superintendent of the Colorado
division. A Mr. Sprague succeeds Mr. Egan as master
On the East Teniics.sr,-, Niil'uii.i ,\ i lli Mi w a
Stone has been appoiiii..! i , i
division, vice C. L. l'< 'Ilia I. ,. i n \; \\ II lli.
son replaces E. M. Koliari- a, 111,1-,!. I ij»., lam,, ,,i iiaj Ai
lanta and Brunswick divisions.
Mr. Jos. Cockfleld, general foreman on the C. & N. W.
Railway at Boone, la., has been appointed master mechanic
at Clinton, la., to succeed Mr. Robt. Quayle, who, it will be
remembered, recently went to the M., L. .S. & W. to take
the position vacated by Mr. John Hickey.
Ml-. Ch.-u-les H. Doebler, formiTly i-ou.l f..rcMnan of
engines of the Pittsburgh, Ft. W;i\ la .v i h , ,1-,, Kailroad,
has been appointed master me.liaa, ' 1 , 1 1,, iriuati,
Wabash & Michigan, to succeed til, \: - 1, linker.
Mr, Doebler's headquarters are at \\ iim-ii, .\li, h
Mr. Richard F. Whalen, formerly m;istcr mechanic of
the St. Louis & Hannibal Railway, has been appointed
master mechanic of the Fort Worth & Rio Grande Railway,
with headquarters at Fort Worth, Texas. Mr. Whalen is
succeeded on the St. Louis & Hannibal by Jas. K. Tremain.
Wo regret to learn that the testing department of the
Union Pacific Railway is to be abolished. Mr. H. B.
Hodges, chemist and engineer of tests of that road, leaves
his position on the first of June, and the department will
be closed. Mr. Hodges has made a fine name for himself
as a chemist and testing expert, and will, it is to be hoped,
shortly return to raili-oad work.
Mr. C. H. Quereau who has for some time been the effici-
ent assistant engineer of tests on the C. B. .fe Q., has been
placed at the head of the testing department of that road,
vice Mr. F. W. S.argent, whose resignation we noted last
month. Mr. Quereau has not only been an efficient official
but a very popular one and his promotion has gladened the
hearts of many friends both in and out of the service.
The announcement that Mr. R. H. Soule has re-entered
the railway service wUl give pleasure to a great many of
his friends. Mr. Soide is a strong man any where, but he
is especially strong in the locomotive and car department
of a railroad. His record in that field has not only been
excellent, but has also been full of promise for the future.
His ability is everywhere recognized and his personal quali-
ties are such as to endear him to a host of friends. He en-
ters upon his work with the Norfolk & Western with the
sky over him white with the wings of good wishes.
Mr. James Macbeth, the genial miister mechanic of the
West Shore road at East.Buffalo, has resigned to take the
position of superintendent of motive power and rolling
stock of the Adirondack & St. Lawrence line, now under
construction. Mr. Macbeth has shown himself to be com-
petent for any position and will make a good record in his
new office. If he ever invites any of his many friends to go
trout fishing in the Adirondack country they will be sure to
have a lively time.
Mr. George M. Basford has been made engineer of sig-
nals of the Chicago, Milwaukee & St. Paul railway with
office at Milwaukee. Mr. Basford was a graduate of the
Massachusetts Institute of Technology, of Boston, and
worked as especial apprentice on some of the eastern roads.
Later he came west to the CliicaRO, Burlington & Quincy,
first working there as a draughtsman and later as an assist-
ant in the laboratory at Aurora. Last fall he went to the
Union Pacific road at Omaha as an assistant to Mi*. H.
B. Hodges, engineer of tests. Most of his work there, as
we understand it, was the inspection of rails.
Mr. Clarence H. Howard, who for some time has boon
general superintendent of the railroad department of the
Scarritt FumitureDCompany, and h;is been very .snccc.-^sful
in introducing its piissonger car seating cc|ni|ii 1 liis 1,
signed his position to siccept that of assist.iia
■and general manager of the St. Charles ( 'u ,^ \i
Howard has had an ample mechanical ami 1 1 1 il
pcrionce on the Union Pacific and Missouri I'.uiii,- mads
He has, in his new and responsible position, the heartiest
good wishes of all his recent associates in the .Scarritt
Company.
Mr. Wm. H. V. Rosing, division master mechanic on the
Illinois Central liailroad at Chicago, has resigned that
position to assume one of responsibility with the new Grant
Locomotive Works located in this city. Mr. Rosing was
long chief draughtsman of the Illinois Central Railroad at
this point, and his work while in that position and while in
his later position as division master mechanic has given
him high rank among the promising young mechanical men
of the west. Mr. Charles .Schlacks, son of Mr. Henry
Schlai-k.s, master mechanic of the Illinois Central, has also
left the latter road and will go to the Grant I>ocomotive
Works.
a on the Illinois
Is right and left
ourty ways but
npany and could
,,, all,, succeeds Mr. Mudge, was
-1 1 iii.iry of Mr. Eustis, general
I 111- Chicago, Burlington & Quincy
la west two yeai-s ago, Mr. Anthony
agent of the Fitchburg
It of two or three roads
■^'1 '■ ' '-'> iii'u- of the Williams coupler
d.s.ir„,i , !„^^ h, I, 111 1 1, i - ismj,,, is an Old railrotid man
with :\ King and vui-icil c.\|icnencc. He entered the service
as "water boy" on the old Utica & Schenectady road in 1842.
After promotion to, and three years' serrice as, fireman he
served his apprenticeship of four ycai-s ;it Alliuny, N. Y.,
under Walter McQueen, then masi, , m, , iiim, ,,1 iiie Mo-
hawk & Hudson roa<l. Mr. Wn, 1. superin-
tendent of motive power of tha .\, , , , 1 .ii system,
was his fellow apprentice. Aftal•\^al,l .Mi \\ 1 s ran a
locomotive 'or five years, and took cut loa.ini.. lives for the
Schenectady Locomotive Works for two years. He then
became master mechanic first with the then Lake Shore &
Northern Indiana at Adrian, Mich., for two years, and
with the New York Central at S.\Tacuse for 13 years. He
finally resigned to engage in the manufactui-e of a locomo-
tive crank axle which he had invented and which was ex-
tensively used frr several years. These facts show that
Mr. Williams is not a com field inventor of car couplers,
but practically understands the conditions to which a
coupler must be adapted.
Samuel M. Cummings, formerly and for many years
master mechanic of the Pittsburgh, Ft. Wayne & Ch'cago
Ry., died in Boston, May .5, aged 7.5 years. The'following
tribute to Mr. Cummings" memory comes from an old friend :
BosTox, May 18, 1891.
To the Editor of the Kailway Master Mechanic:
Another good man has fallen before the sickle of the
gi-eat reaper. Samuel M, Cuniiuiii'^s, well known to the
older railroad men as :i muster ■,iarli:i,,ir. ,Iir,) Mav i',, l-'M,
iifteryearsof terrible si 1.1, 1 ,1 ,, ii. ,, , ,„ ., is 1
exedeus," which bcaai
Pittsburgh, Fort Way I a ,\ 1 h
blind for about four veais i„ 1, I , ii.,i,.|i, \\
extended over many 'ycai,s. lie ,>a:s a „„ ,,„
on the Old Colony"l6ng ago. Afterwanl 1
mechanic of the same road. At one time ti,
in the Southern Works and in the Hinkica \, n
atone time master mechanicon the Mielili., II -
afterward master mechanic of the v,-,,sT, in ,, ■ , ,
Pittsburgh, Fort Wayne &Chiea a,, 1
mechanicoftheeasterndivisi.il, r 1
Wayne & Chicago, which lattei 11, I, I, , 1 ,
di^dsion of t
Mr. H. N. Mudge, who for some years has been the
" in charge of the advertising in the passen-
t of the Chicago, Burlington & Quincy liail
popidar "el
ger depart!
SUPPLY TRADE NOTES.
'•■■■■'^''" >'■' '■ ■■■ '1- ■ ■' '■' '■ immntly
■■"■"■ ■■'■•'' I ,.■,,, I ,,,.,, , , , , ,,,.„ their
'■■" "' '■ ■ •■■ ' -■■ ' ■■- ''■' ■■' '-' ■ "•' ^' ' ''■'>■'-■ pre.
. .,M i,i„, ,,„,,i,,i,. , I ,,i ,11 ,„,i, i-ailway
I" II I I -,11 - i,',,ii ' ',1,11:1 r 'I ,ir ,.''es .some
uflicials of liigli Hlaiidiiig— such iner lus C. H. Cory, of Cin-
cinnati, Hamilton & Dajion; F. P. Boatman, of the
nig Four; K W. Grieves, of the naltim.ii-e & Ohio; W. L.
Mississippi, and J. F. Merrill, of the Pullman Palace Car
Co. All these gentlemen concur in speaking highly of the
coupler in regard to its effectiveness. The fact that it
very rarel.v leaks, and the further fact that in operation it
is so closely similar to the Wcstinghouse air brake coupler
are dwelt ui)on by nearly all of those who write in its favor.
A similar series of testimonials in favor of the Sewall
coupler comes to our table bearing letters from the follow-
ing officials : Payson Tucker, of the Maine Central ; J. T.
Furber, Boston & Maine : J. W. Marden, Fitohburg ; J. M.
Voss, Central Vermont; Lucius Tuttlc, N. Y. N. H. & H.;
THE RAILWAY MASTER MECHANIC.
L. M. Butler, X. Y. P. & B. ; J. Hawthorn, Central New
England & Western ; Wm. Garstang, C. & O. : R. D. Waie,
R. & D. : I. G. Ra\\Ti. B. & O. Southwestern ; H. F. Royce,
C. R. I. & P. : C. A. Schroyer, C. & N. W. ; "W. H. Trues-
dale, Minn. & St. L. : E. A* Williams. M. St. P. & S Ste.
Marie ;F. Grundy, Quebec Central; Herbert Wallis, Graod
Trunk; E. J. Chamberlain, Canada Atlantic.
— Contracts have been closed by which all the frogs,
switches, rail braces, etc., of the tracks on the grounds of
the World's Fair are to be furnished by the Ajax Forge
Company, of Chicago.
—The train which carried the president on his recent trip
to the Pacific coast was made up of Pullman cars which
have been in use on the Pennsylvania road. The train used
the Consolidated Car Heating Company's Sewall coupler
and other appliances. The notable Pan-American congress
train was also completely equipped by the Consolidated Car
Heating Company.
— We are in receipt of a copy of the catalogue of the Q.
& C. Co., successors to the Dunham Manufacturing Co.
The catalogue contains illustrations and discriptions of the
Q. & C. trolley car door and attachments, the Dunham car
door, locks, Servis tie plate, Davies locking spike, globe
ventilator. Keystone car replacer, automatic brake ad-
juster^ weather strips, etc., which ai'e manufactured by
this company. The catalogue, which is handsomely printed
and neatly bound, also contains a price-list of the various
articles manufactured by this firm. The principal office of
the rirm is at 703 and 707 Phenix building, Chicago, with
branch offices at New York, Montreal, Canada, and Savan-
nah, Ga.
—Tie Dixon Crucible Co., Jersey City, N. J., has sent us
a handsome placard, which contains i-epresentations in
colors of the different styles of lead pencils made by this
company. The placard is very artistically gotten up.
— The Chicago branch of Valentine &. Co. (car varnishes,
etc.), has removed from 263 to 390 Wabash avenue. Mr. C.
E. Morrell, manager of this branch, has commodious and
handsome offices at his new location and makes things very
pleasant for callers. The store rooms comprise three stories
each 40 by 134 ft. The magnitude of the
; done by the Chicago branch is indicated by this
immense floor space.
—Messrs. Coolbaugh, McMunn & Pomeroy have re-
moved from 45 Broadway, New York, to the
New Columbia building, No. 29 of the same
street. Their present offices embrace the entire
Broadway fi-ont, on the ninth floor, and give a magnificent
view, embracing the Brooklyn bridge. Governor's Island,
the harbor, including the "NaiTOws," Staten Island, the
statue of Liberty, etc. j
—The Boyden Brake Co., of Baltimore, Md., has openci ;
an office in the Rnokei-y building, (room H34), Chicago.
This office will be managed for the present by the com,
pany's general superintendent, Mr. Chas. L, Sullivan. This
company reports a good business with bright prospects.
—The Universal Radial Drill Co., Cincinnati, Ohio, is
issuing monthly "advance sheets," ^containing large cuts
of the machine tools manufactured by that company. The
list of tools is quite large and many of them are found in
the best i-ailroad shops.
—Messrs. A. Whitney & Sons, cai- wheel makers of
Philadelphia, Penna., are as busy as ever in meeting the
demands for their wheels, and their recent financial mat-
ters have been satisfactorily adjusted. As an indication of
the way in which the quality of these wheels has been
maintained, we may state that out of 116,754 wheels made
u 1J*S9 and 1«90 and placed in use in all kinds of service, in-
cluding locomotive, passenger and freight car, electric
motor, cable, horse and mining car work, only 70 wheels
required renewal at the hands of the manufactui'ers as hav.
ing failed from any cause in service.
—The New York, New Haven & Hartford railway has
ordered the Paige car wheel for 20 coaches, and has
adopted that wheel for its passenger equipment. It will
use the oval spokes.
— The Buffalo Forge Co., of Buffalo, N. Y. sends us a
number of fac simile copies of testimonial lettere received
from various manufaetui*ing concerns throughout the coun-
try concerning the excellent qualities of the exhaust fans
and blowers made by that company.
— Mr. Geo. E. Howard, who for the past six months has
been superintendent of the Scarritt Furniture Company is
now superintendent of the railroad department of the com-
pany, succeeding Clarence H. Howard.
— The Mason Regulator Co., of Boston, have acquired the
exclusive right to manufacture and sell the piston thi-ow
indicator for air brakes, patented by Mr. Frank liobinsoni
of Bangor, the master mechanic of the Maine Central Rail-
road. It is perfectly simple, and indicates at any time to
the car inspector the condition of the piston of the air
brakes. The Mason Company will soon have description
and catalogues ready for distribution.
THE OFFICIAL RAIL'SATAY LIST.
Changes for the Month of Hay, 1891.
Baltimore & Ohio.- E. Dickinson resigned as general
superintendent of trans-Ohio di^^sions.
Buffalo, Rochestek & Pittsburgh.— W. J. Reilly ap-
pointed purchasing agent.
Cextkal Vermont.— General Manager J. W. Hobart re-
signed and the position abolished; D. McKenzie appointed
general purchasing agent.
CoARLESTOX, CixciNXATi &, CHICAGO.- W. J. Wilcox, ap-
pointed master mechanic, with headquartere at Blacks-
burg, S. C.
Chesapeake & Ohio.- J. A. Quinn appointed master me-
chanic of Clifton Forge shops and terminals.
CnicAGO & NoRTHWESTERX.— B. Malloy, general foreman
at Milwaukee, appointed master mechanic of Wisconsin
division, with headquartei-s at Chicago. Joseph Cockfield,
general foreman of shops at Boone, la., appointed master
mechanic at Clinton, la., vice Robert Quayle.
Chicago & Northern Pacific— S. R. Ainslie to be gen-
eral manager, vice A. A. Allen, resigned.
Chicago, Burlington- & Qi in. v.- C- H. Quereau ap-
pointed engineer of tests, rice F. W. Sargent, resigned.
CHh.A.;o. Mii.wM KKi- .vc St T vn. -The offices of W. G.
Collins, general suii.-riiiiriid.-nt. ami (1. E. Simpson, super-
iutendfiit of tnmspnriatii.ii, i-.^iimvi'd from Milwaukee to
Chicago. J. B. EIwoi..! appoiiiteii superintendent of sleep-
ing car department, vice \V. O. Chase. George M. Basford
appointed signal engineer.
CiNcissATi, Hamilton & Dayton.- R. B. Tui-ner ap-
pointed superintendent of Cincinnati division, succeeding
J. L. Orbison, resigned to take position of superintend-
ent of telegraph.
Cincinnati, Jackson & Mackinaw.— J. D. Williams ap-
pointed chief engineer, with headquartei-s at Van Wert, O.
Cincinnati, Lebanon & Northern. — A. K. Harvey,
chief en^neer, resigned.
Cincinnati, Wabash & Michigan.- Charles H. Doebler
appointed master mechanic, succeeding S. B. Tinker, de-
Cleveland, Cincinnati, Chicago &, St. Louis.— Gen-
eral Manager W. M. Greene, resigned; Assistant General
Manager Barnard, resigned; C. V. Lewis appointed assist-
ant general freight ageut with office at Cincinnati.
COKCOKD & Montreal.— G. E. Cummings appointed as-
sistant superintendent with jxu"isdiction north of Concord,
N. H.
Delaware & Hudson Canal Co.— James Calhoun ap-
pointed to succeed D. Farlin as general freight agent, with
headquarters at Albany. N. Y.
Durham .v n-mmim k\ I,. T. Meyei-s appointed general
superiiitii,. . Mi^jiiarters at Portsmouth, Va.
Williams; -superintendent, with headquar-
K^-l': \V A CrnvriT,!- appointed
I , > - II ,v i: ;■(.'■ 'I. I ; ■ ... ■ I ;....> ■ , ipjji.inted gen-
ii.ient, with office at (Jreenville.
East Tennessse, Virginia & Georgia.— W. A. Stone
appointed master mechanic of Alabama division E. T., V.
& G. and Mobile & Birmingham, vice C. L. Petrikin, re-
signed. W^. H. Hudson appointed master mechanic of At-
lantic and Bruns^m-k divisions, vice E. M. Robei-ts, re-
signed.
RT Worth & Denver City.— J. V. Goode appointed
superintendent, with headquarters at Fort Worth, Tex.
Fort Worth •& Rio Grande.— R. F. WTialen appointed
master mechanic, with office at Fort Worth, Tex.
Florida Southern. —C. H. Bent, assistant superinteml
ent of Charlotte Harbor division, resigned and succeede.i
by Robert Gamble.
Georgia, Carolina & North ern.—T. W. Whisnant ap-
pointed superintendent, vice J. A. Dodson, resigned.
Gulf, Colorado & Santa Fe.— P. T. Downs appointed
superintendent of northern division, with headquarters at
Cleburne, Tex., vice H. R. Irvine, promoted to the superin-
tendency of tracks, bridges and buildings, with headquar-
ters at Galveston.
Kentucky Union.— J. K. Stx-oufe having resigned, Shel-
don T. Bent has been appointed engineer of maintenance of
way, with headquarters at Clay City, Ky.
LoNO Island.— C. R. Fitch resijriied as assistant superin-
tendent. aiMi -■,.: ,.,.,!,■,: I,v W \\ ]\,.n,i.\.
Loui-\ I i - i ,, - I i~— Master Mechanic
W. A. Si. _ : .ihtion of Master Me-
chanic .h.ii:: |..M,u«., .-1 l.^,ll,^ :..■ ^: Terre Haut«, ex-
ille, New Albany ^s: Chicago.- W. L. Breyfogle,
to the president, resigned,
TTAN Elevated.— Vice President Robert M. Gall-
igned.
. \N i'KNTR.\L. — Purchasing Agent Allen Bourn,
■ & Chicago.— J. H. Price ap-
r c n!,-.-h,-i :ippnhit.od gen-
'■■'■' ■ —■ N \ Hopkins.
I \_ < ' A. Parker
n^ri, r. --ijiied, with headguar-
-i-iiii Valley.— W. E. Moore
iii> iid.iii, with office at Paducah,
(1 iii irausportation of western
; Hudson Rivek.— J. H. Phyfe,
nf Hudson river division, to be
II division, vice C; L. Rossiter
appointed superintend
Bissell, resigned. J. W. Van Wagn. r in. > n:. i .i-^i^iant
superintendent of Mohawk division. \kl- i- . A. iiatiing-
ton, promoted. Allan Bourn appointed pui-chasing agent,
vice Charles Reed, resigned.
New York, Lake Erie & Western.— Superintendent W.
W. Stearns of the eastern division resigned.
Norfolk & Western.— R. H. Soule succeeds S. B.
Haupt, resigned, as superintendent of motive power.
Philadelphia & Reading.— B. F. Bertolette appointed
superintendent Atlantic City branch vice W. H. Blood, re-
Pennsylvania.— Charles F. Beckdolt, assistant engineer
of New York division, appointed superintendent of Central
division, with headquarters at Media, Pa., vice R. L. HoUi-
day, transferred to Delaware division, with headquarters
at Clayton, Md. W. C. Downing to be engineer mainten-
ance o'f way of Richmond division.
Richmond & Danville.— John A. Rutherford elected
third vice president, succeeding Peyton Randolph de-
ceased.
Rome, Watektown ,»;:. i>.;i>LN-in i;.; TlKMHlure Vnorlieos
to be general superinli-mirnt. in char^jr nf t t-aiiNpnrlation
depai-tment; Wm. Hii.lianaii m \,.- ^uprrliLtrndeni id' hk.-
teudeut, with hea'^.iu'uur^ at tjs\\e-o. .\. Y.. H. W. Ham-
mond to be assistant superintendent of eastern dirision,with
office at Watertown, N. Y. ; W. S. Jones to be assistant
superintendent, in charge of western division, with office
at Oswegn, N. Y.
St. Lfu-i- .t F^^^-vI^\T ,T:i~ K Tivmnin appointed mas-
take
-The folloAving changes ha
M.).\n,(>.MEUY.— Wm. M. Argue,
ecd K. F. Poole, resigned.
:.— General Superintendent W
J. Paradise, Hamiibal/^io. • • ■ i — • ■>
1J.LINOIS Central.— A. J. Knapi>, assistant general frei{>:li t
and passenger agent at Memphis, retired, and the titli
abolished. Assistant Master Mechanic W. H. V. Rosin-,
of Chicago shops, resigned.
Jacksonville, Tami'a & Key West.— J. H. Beckiviih
appointed general freight agent, vice James Calhoun, r<-
signed; Robt. Gamble resigned as master of transportation
arid po.sition abolished: K, s. Sp'-neer, chief train dis-
pat*.-hcr promoted \>> ilir i>nsiiinii nt irainiiK'stcr.
Superintendent S
freight agent, Ho\'
eeneral freight agei
Ives, St. Louis, Mo.
It Hm I i<. —General
I'v, pii. Mo, ; general
i.ui-^. Mo.; assistant
H. Joseph, and D. O.
Kextuckv & Indiana Bridge Co. — John Newhouse ap-
pointed master mechanic of Louisville shops. Charles H.
Tiirable appointed general freight and passenger aeent.
freight and passenger agent,
meral freight agent and the d
^ent assigned to E. N. Armstro
G6uld resigned
^ J duties of
■ agent assigned to E. N. Armstrong, gen-
ident.
•re. — E. Dickinson appointed assistant gen-
vice W. H. Holcomb, resigned. M. P. Egan,
maaier mecnanic at Denver, appointed assistant superin-
tendent "f (.'uloiado division, with headquai-ters at Denver,
Col. Mr >!ii.i-h ,11. punted master mechanic to succeed
>Ii-. Klmii i .1 ". . ■ .i|)pointed superintendent of Ne-
>:i lo Ml I ..nii.son, foreman of Frankfort shops,
• ] !.. Im iK.i n I iiH-elianic, vice James Macbeth, re-
\V. \V. ^VheatIy, assistant superintendent Buflfalo
li\ision, appointed car accountant, vice G. P. Conard, re-
.igned, and his former positiop abplishod.
eral manager.
THE RAILWAY MASTER MECHANIC.
91
PAij-WAY MASTJiji JMFCPAJIIC
WALTER D. CKOSMAN, Ma
EDWIN N. LEWIS Manager
ager Editonal Depar
usine^is Department.
I'UBLISHED MONTHLY BY
RAILWAY PURCHASING AGENl
Prior to January 1, la86, t
way PurcliaAlni! Agent. It
adapted to the especial wai
the pnrcbaae or railway ani
Snbecriptlon price. »1 no a
Bi?e
of all who purchase or I
ie».
<n application to the offlcf
THE HAILWAV M.ASTEK MECHANIC.
The Kookery. Chicago. Ill
New YoliK OfriCE: :.'» Droadway. Rtiom Is;.
77i« Official Railway Litit i« pulilivhed by thin company.
:ox.. VI
:HICAt;0. JULY 1S9I.
[NO.
It sooms that the Bultiinoi-e & Ohio manaaemcnt
hits not been satislied with the performance of the
\'aiiclain eompound locomotive, which has been rtm-
ning on that road for some time. The engine is now
in the shops to be changed to ordinary high pressure.
The conininn;- ;ili II 'i. C.H. opens up a most in-
U'l-esting suli.; .ni- It is unquestionably
ti-ue that th. !■ - .iiitment of a great many
of our i-ailinacl- :- '. ■ a- i -linct and independent in
oi-ganization as arc the other departments. There is
abundant room for improvement and there ai'e indica-
tions that an era of better and moi'e independent
organization is beginning. We hope that the points
suggested by our correspondent will be discussed by
luanv of our readei-s. .
THEKKis really no necessity for the large numljer
• if different sized dra>vings and cai-ds found in many
drawing ottices. In a roll of about '200 blue prints
sent out by the motive power department of a pi'omi-
nent loail a short time ago there were no less than 14
different sized sheets, which is absurd. Five differ-
ent sizes, one for general drawings and four for de-
tails, are suHicient foi- the purposes of any shop oi-
ottiee: any increase above this number causes unneces-
sary confusion in tiling and handling. When sending
out blue prinLs from which engines or cars are to be i
built, it is a great convenience to those who have to I
refer to them if all prints of a size are bound firmly
together. This prevents any of them getting mis-
placed, and is very handy for reference.
thai 111,-
illct will cari-y. The plan
l>n.|i(i>.-ii >.-,-in- I., li.- a -i««l one. and is certainly the
ri'Milt .if , ai-,_fiil iii\c-~ii^ation by men well qualitied
III jiiili;.- of tile- cui-i iii,->s of its principle and of its
adaptability to vai-ying conditions. Added to these
conditions favoring an appi'oving ballot is the fact
that the general managei's and superintendents ai-e
urging the cai' builders to provide some scheme of
insi)ection that will prove more satisfactory to the
operating department than individual inspection has
done.
It has been finally agreed that the master ear
builders and master mechanics shall handle their an-
nual convention work with less expenditure of time.
The car builders will meet on the second Wednesday
of .June and the master mechanics on the following
Monday. This will cut off at lea«t two days from the
time actually required to be spent at the scene of the
conventions by those who attend both. The result
will, we are assured, be a larger attendance. Under
the old plan the foui' days intervening Ijetween the
two conventions looked so much like a vacation, and
the total absence from home was so gi'cat, that many
of those who attended both conventions found it
rather ditlicult to strike their general managers for
a regular vacation. With the intervening days I'e-
duced to one business day and the Sabbath and the
total days reduced, the annual meetings will look a
little more business like in the eyes of managers, and
there will be greater attendance and better chance
for a vacation besides.
The noon hour discussions of the master mechanics
—always a distinctive feature of the convention—
again proved to be excellent this year. The little
talk on the Hanging heat of steel was invaluable. It
bi'ought out the detail of a phenomenon which is not
altogether unknown, but which was new to many of
those present. The fact that it is dangerous to attempt
to liend steel at any temperature between red heat and
absolute cold has been publicly stated several times
before this, but it is a piece of information that has
lieen poorly disseminated and that has apparently
been pei-sistently ignored in genei-al prtictice. .\ sec-
ond topic for the noon hour was "compound locomo-
tives." and it was covered at considerable length,
though the talk was rather more of a popular than a
technical charactei'. There always ap|iears to be
something iiarticularly attractive about these informal
noon hour talks: they awake a keen interest among
the members that the details of the regular pi-o-
gramme sometimes fail to i)arallel .
The friends of joint car insi)ection should feel
gi-eatly elated over the decided progress made toward
the adoption of their ideas. The Master Car Build-
ers" Association has ordered sent out for letter ballot
a standai-d plan of joint inspection, a joint inspection
defect card and a standard foim of weekly report of
defective cars received at joint inspection points.
As joint inspection has gained many new advocates
during the past year, and has already been strong
locally for several years, there seems good reason to
The memorial which the Southwestei-n I{ailway
Club sent in to the Master Car-Builders' I onvention
excited some smiles and deprecatory head-shakings,
but it should have been more warmly received, and
at least have been favored with applause for its spirit.
While the time is not ripe, and may never be, for
standard designs of the various types of cars, yel if
such could be had theiv would to much lime and
money saved in interchange, and the first cost of
rolling stock could be reduced. The Southwestern
Club is not altogether (^)ui.\otic in advancing this sug-
gestion. It is aiming at a high ideal, it is true, one
that appears impossible of attainment, but it is guilty
of no error in judgment in so doing. There arc two
practical obstacles in the way of achieving the end
sought — one. the vanity of man, which makes every
designer anxious to have something different from
his neighbor, and the other the great variation in the
requii-ements of local traffic. Neither of these obsta-
cles is necessarily insuperable. When the value of
standard designs for various types of cars is fully re-
alized it may not be so very difficult to cause, through
the association, all new cars to be built to such de-
signs. The suggestion is woi-thy of careful thought
at all events.
The plan adopted by the Master Car Buildei's of
sending out printed cojiies of i-eports some weeks be-
fore the convention is thoroughly good. Secretary
Cloud managed to get all but one of the i-eports so
issued this year, and is entitled to credit for having
secured this result. The innovation can hardly be
said to have produced any effect upon the work of the
convention, however, foi- seldom have the car builders
held so weak and spiritless a convention as that just
closed. (Juite a number of members came to the con-
vention quite ignoi'anl of the contents of the reports
that had been in their possession for a week or more.
It would seem that when the committees and the sec-
retary undertake the alwaj's difficult task of getting
out reports prior to the holding of the convention
every member should co-ojierate to the extent of at
least reading those reports. The idea is that they
shall be not only read, but studied, to the end that
members may enter the convention prepared to dis-
cuss them freely and imderstandingly. Next year the
members should remember that they owe it to them-
selves and to their association to take advantage of
the opportunity to study the comniittoo i-eports in the
quiet of their homes.
I'RESIDEXT KlRHY's address to the cai- builders
was one of notable value. Mr. Kirby, always mild
and gentle, surprised his auditors by the way h
pitched into them foi- some of their shortcomings
and by the vigorous way in which he directed the at-
tention of the association, to several live questions of
the day. His pointed hitx on carding of ears were well
I'eceived, and it is to lie hoped will be taken home by
some of the guilty ones. His comments on couplers
were sensible and, moi'eovei-. practical, although his
I'ecommendation to reduce the number to five cannot
now be received with general approval. It is well,
however, to have a word of warning given so promi-
nently, so that inventors, while devising improve-
ments, will also keep in mind the great importance
of uniformity.
Mr. Kirby's reference to the needless burdens
thrown upon the arbitration committee should not
pass unheeded. As he truly states, the forty-eight
decisions of last year were all basril upon tli.- r-ode, and
In most cases should have Ix-i-ii .l.-.i.l.-.l l.y t In- ])artits
directly in interest. Mr. Kirhy's i.miiii.> ,.f ihe situa-
tion in i-ailway mechanics so aptly intci-iM-.-ls the real
condition of affairs that we reproduce it here: "We
have not arrived at that period when everything has
been thought out and nothing new has been sug-
gested, invented, or discovered. From observation
and experience I feel safe in asserting that there has
never been a time in the history of railroading when
so much has been expected of a man as at jii-esent:
there has been no standing still: it must bo either
progression or retrogression."
The report on locomotives for heavy fa.sl fi-eigh',
and passenger service presented at the i-ecent con-
vention leaves still unsolved the problem that has
been under discussion by the master mechanics for
two years, namely, whether the mogul or the 10
wheeler is the better engine for the service named.
We have all along held the opinion, now more con-
fii-med than ever, that, like the squaring of the circle
or the determination of the exa<-t ratio of diametei-
to circumference, this problem is incapable of a pre-
cise solution, not because, as in the illustrations cited,
it is absolutely beyond the reach of our reasoning
powers, but for the simple reason that there are so
many side lights in the shape of vai-ying and dissimi-
lar conditions illuminating the subject that it is im-
possible to get rid of them all and arrive at a conclu
sion free from all qualifications. The gist of this
whole matter is admirably expressed in the words of
the committee while dealing with another question —
"the experience of one of your committee on differ-
ent divisions of the same system would justify him in
having either of two opposite opinions, had his ob-
servation been confined to only one division." The
chief question being thus shelved the real value of
the report lies in the information brought out with
respect to the proper length of radius bars for mogul
engines and the relative mei'ils of swing and rigid
centers for four wheeled trucks under the front end of
10 wheeled engines. The rule given for calculating
radius bars is theoretically correct and agi-ees with
that published in the Railway Master Mechanic
some years ago. when the subject first Ijegan to at-
tract intelligent investigation. .V bar made to a
length found by this formula will insure the truck be-
ing always radial to any curve the engine may enter.
But we find here a case illustrating quite forcibly
how necessary it is to qualify the teachings of theory
with those of practice. It has boon found that while
it may be an excellent thing to have a truck radial to
a curve it is more excellent still to reduce tiro wear
to a minimum and to this end it is necessary to reduce
the length obtained by rule.
The best results that have come to our notice have
been obtained by a reduction of about 10 per cent,
from the figured length, although the best record in-
st«iced by the committee wa" obtained with a reduc-
tion of about 27 per cent. The fact of its Ixjing neces-
sary to intro<luce a correction to make the formula of
practical use has lead some to take the position that
the rule is faulty, and Iherefoi-c valuele.ss, and a thing
to be rejected. Such, we need hardly say, is not the
case. To act intelligently we must have some guide
92
THE RAILWAY MASTER MECHANIC.
July, 1S91
to go by, and if the formula is theoretically correct,
as it is, we can, by introducing a constant correction,
get uniformly good results, and not have to cut and
trv for each new engine we build whose wheel base
diffei-s from those already at work.
As to the relative merits of swing Eind rigid centers
for the engine trucks of ten-wheelers, the great ma-
jority of master mechanics who have had experience
wiih both types, and who have watched the matter
closely, ai-e in favor of using the rigid center and of
having blind tires on the forward drivers. Our own
observation convinces >is of the correctness of this
practice, and we would strongly advise those contem-
plating the building of ten-wheeled engines for any
service on any ordinary road, to avoid the swing cen-
lei-. If, however, the road aboimds in curves of un-
usually short I'adius, and on this account it is thought
advisable to use the swing center, then the blind
tires, if used at all, should be on the main drivers.
But our opinion is that the rigid center can be used
advantageously on almost any road.
With regard to the hanging of swing centers from
the truck frames of either moguls or ten-wheelers
there is much to be said in favor of both the "plumb"
or vertical link, and that inclined at an angle. The
chief advantage of the latter is that the force of
gravity will always tend to keep the truck in its
proper position with respect to the track more readily
than mil the former. When, however, the center
line of the truck is deflected from the center line of
the engine from any cause, such as entering a curve,
the tendency to throw all the weight of the front
of the engine over to one side of the center casting,
cocking it, so to speak, is much more marked than is
the case where the links hang vertically when in their
normal position. Probably the most desirable design
for a swing center truck, leaving the question of cost
out of consideration, is that in which the links are
either hung vertically or dispensed with altogether,
and the lateral motion of the center casting controlled
by heavy coiled springs. This will be recognized as
the essential feature of the Adams "bogie," so favora-
bly known abroad, and used in a modified form on the
Norfolk & Western and Canadian Pacific roads.
This rejrort docs not contain anything definite on
the relative value of steel aud iron axles for locomo-
tives, either as to wear, safety or cost. It i-eaches no
conclusion except in the last paragraph which advises
the members "to think the matter over and form
their own conclusions.-'
The reason given for not reaching a conclusion of
some practical value is because so few replies to their
circular were sent in.
The question should not be allowed to rest in this
unsettled condition. The members should be requested
to put themselves in condition to give definite replies
in the future, and the example of Mr. Geo. Dickson,
of the Great Northern Ky., is one which should be
followed by each of our larger roads.
At the meeting of the Northwestern Club in March
ho read a paper on "Axles," in which he gave the i-e-
sults of nearly 10 years' experience with a large num-
ber of steel and iron driving axles.
In IS81 his road received 131 steel axles and 118 iron
axles under new locomotives, and he has kept a care-
ful record of them up to the present time. His opin-
ion is that steel driving axles are cheaper than iron
ones, though not so .safe. Iron axles fail less from
breakage than from seamy defects which appear in
the journals. Eight of the steel axles broke, the
mileage being l.iO,000 to 270,000 miles.
Of the iron axles 24 were removed for seams and
one broke: the mileage was 116,000 to 1!I2,000.
It should be said that the manufacture of steel axles
has greatly improved during this decade, and axles
bought now will not be so likely to break as those
bought by Mr. Dickson 10 years ago.
The development of steel manufacture has now
retiched a point where steel axles of uniform quality
and superior strength can be obtained, and our roads
will run no risk in using them cxpuriinuntally.
If. in ordering a lot of locomotives, master mechan-
ics should specify one-half of the number to have iron
axles and one-halt steel sixles, and a record of their
service be kept, we should, in a few years, know ex-
actly what the relative values of the two materials are.
The Pennsylvania Railroad has used steel driving
axles for more than 15 years, and steel car axles for
as long a period, and its experience with the material
must have been favoralile or we should not have such
a showing as that given in Mr. Ely's letter to the
committee, which, by the way, forms three-fourths of
the report.
It is to be regretted that records kept by the Penii
sylvania road have not been used to show the relative
life and cost of the large number of axles of each kind
which have been used by this company. It certainly
must have had good reasons for the wholesale use of
steel axles, which is now such a prominent feature of
its equipment. Mr. Ely's letter states that steel axles
ai-e now used by the Pennsylvania Railroad on all
passenger locomotive driving axles, engine trucks
and tender trucks, on the main driving axles of all
freight locomotives, and all cars, passenger and
freight. Open hearth steel is used for all the above,
excepting some tender truck axles and freight car
axles, which are made of Bessemer steel.
Mr. Dickson and Mr. Ely have tried both materials
and are now able to decide intelligently for themselves.
The advice to our master mechanics should be not
only to "think it up," but "use both steel and iron
axles and put yourselves in condition to form valu-
able conclusions from your own experience."
The discussion of the report brought out the im-
portance of secm'ing good material and giving it
proper treatment in the forge.
In our number for June, 1890, we gave specifications
for axles, and in the May, 1S91, number we described
modern practice in the final treatment of steel.
There is no doubt that the uncertainty which many
feci in regard to steel, and the general distrust of It
as manifested by master mechanics in the discussion
of the report, is the result of the crude and barbarous
methods practiced in some steel works, and in many
railroad smith shops. Mr. Vauclain stated that the
Baldwin Locomotive Works had no fear of steel axles
if they were allowed to make their own forgings from
steel blooms, and he believed that good axles could be
made from good steel properly forged.
European experience with steel for railroad for-
gings has been more favorable than our own for the
reason that there manufacturers have had such exten-
sive orders for large forgings, such as shafts for
steam ships, and large guns for the governments.
Since our own government has encouraged our steel
works to make gun forgings they have awakened to
the fact that steel forgings for railroads should re-
ceive some of that special treatment which gives to
steel gun forgings their great superiority.
The Midvale Steel Works have recently announced
that they propose to temper locomotive tires in oil,
and we believe that the improvement in the quality of
the steel, the extra strength and wear thus obtained
will more than pay for the extra cost of the treat-
ment. Further, we anticipate that this is only the be-
ginning of the application of the knowledge obtained
in making steel gun to the manufacture of railroad
material, aud that the future of steel in railroad
work is brighter than the color given it by the re-
cent discussion.
The most prominent defect in iron axles is seamy
journals, and this we believe is largely the result of
forging with too light a hammer. Seven and eight
inch axles are often forged with a small hammer
which was used for six inch axles and was hardly
large enough for them. Mr. Coleman Sellers has
given a rule for the proper size of hammers for shafts
and axles, which is as iis follows: "The weight of the
falling mass should be equal to the square of the dia-
meter of the axle to be forged multiplied by 80."
Thus an eight inch axle should be forged under a
hammer 8x8x80=5,120 Ihs. or 2i tons. The weight of
the anvil should be 10 times this, or 25 tons.
In experimenting with steel axles it is important
hen: first to secure steel of proper quality, by specifi-
■ation. inspection and tests. Second, to forge it with
a hammer of proper size. Third, to give it proper
treatment as to heating and cooling.
If these suggestions are followed we have no doubt
the results will be favorable, and a future report and
discussion will incline more favorably in the di:
of steel.
EXHAUST I'lPES. NOZZLES AND STE.V.M I'
The report of the committee of master mechanics
on exhaust pipes and nozzles, while furnishing some
iMiit . -! ;iij iia;;i ;if!i; iHin^jn- out many points of
1 ,,„,,,,.,„ ,,, ,1,,. cannot be consid-
: , . ' - ■ I ' _ , 1 ; . . . ' I ! I . iL'sult as to the prop-
el ilc»i-ii iji lUl e.\li;in.,i |jii>u ur nozzle. The con-
ditions of sei'viee are so varied that beyond enumera.
ting the principal points which must be secured in the
desired exhaust pipe, nothing has been estab-
lished.
The primary object of the exhaust pipe is of course
to direct the steam into the stack in such a manner
as to produce the required draft on the lire. The
pipe should be so designed as to relieve the cylinder
of back pressure; having eliminated the question of
back pressure, the matter of securing the draft for
the fire comes in for consideration. This is a pro-
blem in which the stack plays as important a part as
the nozzle. Master mechanics are apparently just
begining to realize this fact, and instead of drawing
down on the exhaust nozzle to make the engine
steam, thej now produce this result by drawing down
the stack. Each method will more or less help the
draft, the former, however, at the loss of useful
work.
The opinion in favor of the tapered stacks is a re-
cognition of the design deduced from theoretical
principles, which permits a uniform speed and pres-
sure throughout the whole period of exhaust, giving
a steady effect on the fire. Five types of exhaust
pipes are shown in the committee's report and cards
from engines using these pipes are given as evidence
of their relatit'e values.
Very little can be deduced from these indicator
cards as to the comparative values of the different
pipes, inasmuch as the cards are taken at different
speeds, cut-offs and steam pressures and comparisons
under such widely differing conditions are, to say the
least, imtair and misleading.
By far the best looking cards are from the Rich-
mond & Danville engine. Fig. 3, using pipe 4— yet
this set of cards is incomplete because none are
shown at the cut-offs, where the effect of the "blow
over" or interference of exhausts can be seen, as at
from ^ up to full stroke. Cards 1 and 2 — Fig. 6 — do
not indicate conditions of practice, and are useless for
comparison. Again, card 1 — Fig. 5 — which shows a
blow over, cannot be compared with card 5, which
shows no raise in back pressure, because the speed in
card 5 is but half that of card 1. Nor can we compare
the back pressure of cards 3 and 7— Fig. 5 — because
one is throttled and the other almost full steam; and
so it is with all the cards shown. Hence comparison
of the pipes and nozzles by the back pressure shown
on the cards is impossible. One thing the cards do
show, and that is in each type of exhaust nozzle tried
there is practically no interference or blow over, so
far as the cards given are concerned, and ihere is not
enough difference in back pressure when the condi-
tions are taken into consideration to warrant any ver-
dict as to the superiority of one type of pipe over the
others.
The area of each exhaust passage at the top of the
bridge regulates the back pressure up to the point
where the exhaust from the other cylinder begins.
The shai)e above the bridge must be such as to per-
mit the two exhausts to go out together without retar-
dation, and in fact, the more they assist each other
the belter. If there is impact of the two exhausts
there results a decrease in velocity and consequent
I'ise in back pressure. The foregoing assumes that
there is ample room for the steam to pass from the
cylinders to the exhaust pipe. In all cases the back
pressure depends upon the minimum section >)f the
exhaust passage, whether in the saddle or pipe, and
this back pressure is aggravated by the crowding to-
gether at an angle of the two exhausts.
THE RAIL^VAY MASTER MECHANIC.
As stated in tho loport, the exhaust pi[)e should so
dir-i-ot the escaping' steam as to he central with the
stack and eoinpletely fill it. This shape being se-
fiii-ed, the proposed height is 20 to i") in. from base of
stack, or about up to the second row of lubes. The
taper stuck is approved, ilaring at the bottom to re-
ceive the stream of exhaust steam. This permitis the I malleable iron
exhaust to act as an injector, drawing with it the air
and gases from tho smoke arch and lire-box.
The imi)ortant feature is to have the exhaust till
the stack, and this is accomplished by raising or low-
ering the nozzle or changing the diameter of the
slack. It is preferable to have a standard height of
nozzle and diameter of stack for each class of engine.
Having secured the projx^r diameter of e.xhaust piiK;
and nozzle to free the cylinders, the stack, diaphragm
and grate ojienings must be looked after to secure
good steaming. As the character of the fuel regu-
lates in a measure thi> grate openings, tho problem re-
solves itself into arrangement of diaphragm i)latc
and stack.
was a valuable contribution, showing, as it di.l, 1
careful exiKsrimcnl had determined the order in » 1
various metals should be placed as regards wlu.
friction. The report on steel plate and mall. :i
iron was another leader, for it also gave the resi
of original investigation, the subject of which '
As a rule the stacks tor IS in. engines are drawn in
al a point about 8 in. from the base to 1.34 in. diame-
ter Uujering above at the rale of i in. to the foot—
and below spreading to about Ifi in. diam. at the
junction with the smoke arch.
There are two points not often considered by mas
ter mechanics which materially affect the engine
record and raise the fuel account fully as much as bad
steaming by reason of poor design of stack or nozzle.
These |Kiinls relate to the steam passages:
1. Throttling by reason of a contracted passage in
the throttle chamber. Thei'e ai*e engines now in
service which are using .5 in. and li in. dry piijes, con-
nected to throttle chambers having but 34 to 4 in.
steam way, such engines showing l.i to 20 lbs. loss in
pressure at the chest, when it should be less than 10
pounds.
2. Throttling by reason of obstructions in steam
passage from valve seat to cylinder. There are en-
gives in service ha\ ing obstructing ribs in the steam
passages at the cylinder face which reduce the open-
ing as much as 20 per cent, below that at Ihe valve
seat, thus throttling tho steam into and out of the
cylinder— a two edged sword. Now engines have this
evil corrected, but how many of the old style are now
It is a good thing that the committee is continued;
we shall look for a complete and comprehensive re-
port from '.hem next year, and besiwak for them data
which will doubtless t)e forthcoming in the shape of
indicator cards and coal records from the engines
using the various types of exhaust nozzles, fi-om
which we hear such good reports. With the proper
arrangement of these records, comparisons can be
ma*le and valuable conclusions reached.
THE f/Vl'K MAV COXV
The Capo May conventions may truthfully be said
to have been decidedly successful. The master me-
chanics took the palm for rapid, orderly and effective
work on the floor of the convention. There was no
lagging: nor yet was-lhere unseemly rushing. When
there was anything to say it was said quickly and
said well. When there was nothing to say no time
was lost in moving on to the next topic on the pro-
gramme. Of the master car builders' work we ai'e
compelled to say that it was quite the opixjsite. It
was, in fact, decidedly slip-shod. Many of the mem-
bers were inattentive to the work going on before
them, and on several occasions ridiculous motions and
speeches wore made to points that had already been
settled. Coupled with inattention was an indolence
that permitted the work to drag unnecessarily. It
was evident from the start that the
M.XSTEH C.\K BUILDERS'
Association was to gain credit for itself not through
its convention work, but through the commilte'c work
handled during the year. The reports which were
presented redeemed the association. With the ex-
ception of that on steam heating the reports were ex-
cellenl, and some of them particularly so. For in-
stance, the supplementary report on brake shoe metal
Both of these reports presented new
facts— or facts now to the majority of the members.
The report on joint car inspection was of especial in-
terest and value as taking up an every day evil and
presenting a clean cut plan of action to meet that evil.
It dealt with a practical subject in a practical way,
and, if its recommendations are followed in letter or
in substance, will prove one of tho most valuable
pieces of committee work that tho association has
ever known. Also worthy of especial commenda-
tion is the repoi-t on air brake standards. It is
tho first serious attempt at formulating a
standard practice in the maintenance of air
brakes; but it comes none too soon for
the rapid introduction of air brakes in freight
service renders something of the kind necessary.
The immediate, pressing needs as developed by in-
terchange of cars were provided for by the additions
to the interchange rules made during the sessions;
and the proposed details of practice in maintenance
and insjjection were left over for another year's con-
sideration. The master mechanics took the same
action with reference to these details, and next year
we may expect that they will in perfected form be
jointly welcomed by both associations. The car build-
ers' executive committee proved that it had not been
idle during the year, by presenting Iwo valuable re-
ports—one on a plan for maintenance of the M. C. B.
coupler standard, and one on the vexed subject of
journal box and lid for 60,000 lbs. cars. The. treat-
ment of the coupler standards was good in itself, and
moreover seemed to please everybody. It had been
looked forward to more eagerly than any other re-
port, and when it was found to abound in evidences
of hard, conscientious work on the part of the com-
mittee, and to embody conservative recommendations,
a feeling of satisfaction was expressed on all sides.
The convention treated the matter as conservatively
as the committee did. It decided to issue templates
in accordance with the recommendations of the re-
port, for the use of railroad men and manufacturers,
and to appoint a committee to further consider the
standards, limits, gauges, ete., at present indorsed,
such committee to report next year. This leaves the
coupler question in a really satisfactory shape. Just
enough has been done— just enough left undone. The
recent movement to reduce the number of couplers to
three, developed no strength at the convention. It
was not generally expected that it would. In the
president's address it was recommended that the num-
ber be reduced to five. No action was taken on this
either. Both suggestions were ahead of their time:
the executive committee carried the question as far
as il can wisely be carried al present. Tho second
report of the executive committee brought the long
deferred standard box and lid for (iO,000 lbs.: cars be-
fore the association in a shape that will undoubtedly
command sufficiently general approval to insure its
definite adoption as a standard. There were, we may
here, four subjects, the details of which were by
car builders ordered sent out for letter ballot,
namely, lettering of box, stock, gondola and flat cars;
system of joint car inspection: journal box Ix-aring
and lid for (jO.OOO lbs. cars; and a modified 40.000 lbs.
box to admit of use of lid proposed for 60,000 lbs. box.
THE ll,\STER MECHANICS,
hile excelling in floor discussion were not behind
the car buildors in ilie quality of committee work. A
thoughtful reiiorl on exhaust pipes and nozzles em-
braced rather more in the way of direct recommenda-
tion than is usual and commanded interested atten-
tion accordingly. The report on testing laboratories
was timely, for several laboratories have been closed
of late on grounds of "economy" — a false economy,
according to our view— and the committee sets out in
no uncertain language the direct benefits accruing
from an intelligently directed laboratory. The report
buildf
■itten, and whether the
are acceptable or not to
rdict will be that it is a
on air brake standards
i that presented to tho
suit i>f confei'ence- and
Ihei
pres-
'•'"'■''"■' ;■ ■ Mori again refused
'""''' '"'" ' I "■1 I .1)1.1. from one point
' "' '""'-' '.iuiii„- i'"'..' 'i iliL i'iuL of wisdom. It
is really a mattei- foi- the car builders, and they are
handling it all right. The mechanics, however,
passed a resolution to the effect that it was Ihe sense
of the association that the use of the vertical plane
coui)ler was "amove in the direction of progress."
This resolution also provided for the continuance of
the committee, which was empowered to represent
the association before the Kailroad (Commissioners'
Association, which, as cur readers are aware, has the
subject in hand with a view to obtaining national
legislation. The committee on standards of the asso-
tion presented a report advocating the cutting down
of the present number of standards from eight to four,
the details of which may 1x3 found in our account of
the proceedings. This is not a backward step, as
might seem at first glance. Standards that are of
real /aluo were retained— the others were rejected as
needless. The convention promptly approved of the
distinction drawn by the committee and adopted its
recommend ations.
Both associations have good reason to congratulate
themselves upon Ihe quantity and quality of their
past year's work; and there is every reason to expect
equally good results from the coming year's investiga-
tions.
nrgan-
At a meeting of representatives of a number of livil, me-
chanical and electrical engineering societies, both eastern,
and western, held in Chicago May 15 last, an organization
was effected called the "General Committee of Engineering
Societies, Columbian Exposition," The purposes of this
body are to provide on behalf of the engineering societies
represented in it an engineering headquarters for members
of all engineering societies, home and foreign, who may
visit the Columbian exposition in l^re. mii.1 t.. [.nimotc the
movement for an international n -In . t j , , , ^^.^ to be
held in the city during that year. I. :i .
ization are Octave Chauute, pi.si,:,
porary secret;u-y; Wm, J. Knrin i , ! ■ . i^ , i , t .,ii.i K. L.
CortheU, E. M. Iz.-ird, Wm. Forsyth, c. I,. Stn.lnl, Uobert
W. Hunt, John W. Cloud, and D. J. WTiittemore, executive
committee. The meeting adopted a resolution to the effect
that tho importance of engineering entitles it to the place of
an independent department in tho world's congresses, to be
hold during l.SDS under the auspices of the World's Colum-
bian Exposition.
TnE members of the .Tssociations seem lo have been fair-
ly weU treated at the Stockton hotel at Cape May, but the
supply men's objurgations of the management were loud,
deep and continuous. The somewhat notorious individual
who runs that hotel is a type of landlord of which, thanks
to providence, very few specimens exist in this country.
Probably none of those who had dcaUngs with him ever
before came into close contact with a person absolutely
selflsh, hard and indiflferent to the opinions and feelings of
others. The fact that the hotel was opened to the conven-
tions for the express and sole purpose of making money
was loudly proclaimed every hour of the day. There was
an entire absence of that regard for the feelings and enjoy-
ment of one's guests and that unsellish good fellowship
which characterize the genuine "landlord." Whether the
.Stockton Is filled with guests or not during the season we
do not know, but we venture the assertion that Iho.sc who
go there once and obtain a true knowledge of tho nature
and character of the manager could not be coaxed to go a
second time. We judge that every supply man who had
dealings with the "Plunger" will do all that he can to keep
his friends and acquaintances from going to the .Stockton
while it remains under its present management.
Sevkkai. members of Ihc as.sociations and a large number
of supply men and visitors made their home at (kingicss
Hall, Cape May, during the conventions. We use the word
"home" advisedly, for CTCrj- one of the guests felt as
though Ihey were in the house of a friend. Col. J. F. Cake
has been a keeper of leading hotels all his life, but contact
ith the "madding crowd" has neither hardened nor
on the relative merits of ten wheelers and moguls for | soured him. Almost every guest during the two
heavy fast freight and passenger service deserves to | lion weeks made his personal acquaintance and be
THE RAILW^AY MASTER MECHANIC.
friend. The entire staff of assistants were as courteous and
obliging as possible. The kindness ol Mrs. Cake to one or
two who were iU for a day or two was giatef uUy appre-
.iated, as also were her courtesies to the lady gueste. The
hotel is a large, solidly buUt stn
large rooms and wide halls. It fronts on the ocean at just
the right distance to soften the perpetual pouring of the
surf into a soothing, restful sound which insures speedy
drowsiness and sound sleep at night. Ihe verandas of the
hotel are very spacious and an ingenious arrangement at
the angle of the two seaward sides securesa constant move-
ment of air on warm days. An open, green-turfed space of
nearly two acres Ues between these verandas and the beach,
giving ample space for tennis courts, etc. The beach at
Cape Mav is one of the very best surf bathing beaches in
the world and whoever can get rooms in Congress HaU dur-
ing the summer months can enjoy the perfection of com-
fort rest and health restoring influences.
AS!
the master
said to be its own master eve
others, it seldom enjoys the exercise of a will of its own.
As a department it must be seen, but not heard, and while
ith comfortably | diligently striving to care for the needs of all, must accept
with resignation just, as well as unjust, criticism, called
forth by real or imaginary deeds of omission and commis-
are unable by r
cago, is now f uUy in operat:
ceived. This institution is designed
plies, a home for raUway employes w
son of accident or disease to support themselves. Those
who are able to follow some light business \viU oe taught it
and, so far as possible, found positions. Those who are
totaUv disabled wiU be cared for and made comfortable.
A building and four acres of land have been secured on a
VWvear lease, and several applicants are already enjoymg
its'privUeges. Any member in good standing of various
railway employes' organizations may become an mmate.
The "institution is sustained by voluntarj- ^^trib"""";^-
The first annual report for the year ending May 31, 1891,
shows a total income of ?l,S62oO, and disbui-sements
amounting to *1,5S3U1. It is not in any respects an institu-
tion for making money for its officers and managers, and
should not be confounded with another institution in Chi-
cago of somewhat similar name, but run on ^- ^f^r dif-
ferent plan. The nameof its president, Mr. L. S. Coffin is a
guaranty that it will be managed upon principles of be-
nevolence and self-sacrifice. Its purposes commend them-
selves strongly to all who are not utterly selfish.
The officers are L. S. Coffin, president; F. M. Ingalls, F.
K. Ketcham and A. L. Fish, vice presidents; J. B Spencer,
secretarj- and treasurer, and Rev. J. P. Brushingham, chap-
""-rhe organization publishes the "Brotherhood Home Jour-
nal" aud also a "Prospectus and Joui-nal." Its offices are
at l(i6 Randolph street, Chicago.
At the national
held in Washingtoi
were adopted :
1. That a commit t«e of
urge upon congress.
ivention of raiU'oad commissioners,
March last, the following resolutions
("heneit rcfrular session, the imperative need for action by
thit todv cScuiatId to hasten aid insure the equipmSiit of
fretghtca^tCugSout the country with uniform automat,^
rminlers and mth train brakes, and the equipment of loco-
mot?l^m°thrriving-wheel brakes, and present and urge
'"I ■'S^^e'committerbefore presenting the bill to the
appropriate congressional committee, be requested after
raiCc notice to Sive a hearing to accredited representatives
Sf such orStJons of railr'oad officials or employes as
may desire to be heard.
:!, That the secretary of tl
of this committee.
The committee appointed
resolution has issued a circi
nf ormalion ;
1 What is the total number of freight cars owned, leased
or otherwise inntriiUed by vourcompany?
I II,,,, ,1,11, ,,, ,.,,uipped with automatic couplers!
:", - . ,., ■>, , - ,,f couplers used and the numbe
, ,, , : , :i.h kind. , . . ,
, ,,. , I ,.f couplers do you cause your freight
; convention i
: as secretary
! youf
brakes! btatelhe name of the brake usee
6. How many locomotives does
control! State the number of sam
wheel brakes.
7. Please state in what waj- in
ment of freight cars with uniforn
best be hastened.
The committee consists of Geo. G. Crocker, of Massa-
chusetts, chairman; and .Tas. C. Hill, of Virginia; Spencer
Smith, of Iowa; Wm. E. Rogei-s, of New York, and John
H. King, of South Dakota. Replies to the circular should
be addressed to Edward A. Moseley, secretary. Washing
ton, T>. C.
COMMUNICATIONS.
A Flea for Autonomy.
The position of the supply department of a railroad con-
sidered with reference to its relation to co-ordinate depart-
ments is interesting to a degree.
In the nature of things the supply department in modem
practice is the obedient servant of all other departments;
It must render all kinds of meritorious service without
expecting meed of praise and anticipate the most unlooked
for and extraordinary demands upon its resources with
supei-natural foresight.
The supply department is to a railroad under construc-
tion or in operation what the commissary depai-tmert is to
an ai-my in the field, and poor or indifferent service will be
as far reaching and disastrous in its effect upon one branch
of service as the other.
A word now upon the prevailing organization and status
of the supply department. As a rule this important depart-
ment, upon which all other departments lean so heavily
and use so freely, has no recognized head. It is not even
dignified by an independent departmental existence, but is
usually grafted upon some other branch of the railroad tree.
Now, if a hardier or more useful plant is thus obtained, and
the results justify the practice, its continuance is perhaps
mendable on the score of utility. The prevalence of
custom certainly argues in its favor so strongly that
one naturally wonders why the practice is confined to the
supply department. For instance, if the manager or super-
intendent or master mechanic can successfully handle and
care for, in all its important details, the supply department
of a railroad, in connection with his other duties, why not
carry the idea to its logical extent and try the following ex-
periments :
Auditor to act as chief engineer.
Chief engineer to act as trainmaster.
Trainmaster to act as i-oadmaster.
Roadmaster to act as master mechanic.
Master mechanic to act as surgeon.
Surgeon to act as purchasing agent.
That is to say why cannot the duties of each pair of officers
as giwiped above be vested in one man, making him in rail-
road parlance a "double header!"
On many railroads the supply department is managed on
the co-operative plan, superintendent, purchasing agent
and master mechanic all having a finger in the pie. Now
if this is found to work weU in actual practice why not
give these same officials joint control of the finances and
accounts, or of the freight and passenger departments!
Let us see how the departments named take rank as to
revenue handled on an average western raili-oad :
Fi-eight receipts 68 per cent, of all receipts.
Passenger receipts 32 per cent, of all receipts.
Mechanical department labor 48 per cent, of all expendi-
tures.
Material, all kinds, 61 per cent, of all expenditures.
Yet in spite of the money handled by the supply depart-
ment as represented by the material issued and charged
out : of the dependence of other departments upon it for
prompt and intelligent service : of the possibilities of loss
by reason of the accumulation of unsuitable material or
too large quantities ; of loss from careless hauling or stor-
ing; of delays to engines and cars awaiting standard
material the railroad supply department is as a rule slighted
if not actually ostracised as a member of the railroad
In some respects it resembles the poor orphan baring
neither father nor mother, subject to taunts and jeers from
more favored family connections, receiving twenty blows
for every kiss.
If this picture be not greatly exaggerated or over drawn
surely the supply department is an object of sympathy.
Will no one listen to this plaintive plea! Will none take the
initiative and give this important department a responsible
head with authority commensurate with the trust im-
posed! G. H.
A Warning to Car Coupler Inventors.
Cleveland, O., June 30, IS'Jl.
To t he Editor of the Railway Master Mechanic :
From an inspection of successive issues of the Patent
Office Gazette it would seem that very few inventors of car
couplers take the railway papers or have any knowledge of
the action taken by the M. C. B. and M. M. conventions,
and by nearly all the leading lines of railway in this
try oil the coupler question. It would also seem th;
,:nr,.uiilcr was considered to be a most prolific source of
iincTLiion, In the index for the quarter October
l)cicinbcr30, 18'J0, inclusive, of the Patent Office Gazette
there is a record of no less than 96 different forms of car
couplers for which patents have been taken out during the
period mentioned. A very few of these couplers show
knowledge of the conditions to be met, while others are
ridiculous in their ignoring of all the experiences which a
car coupler must meet and very few of the 96 are of any
practical utility. Some of the coupling devices are quite
ingenious an-angements but are very complicated and
not at all adapted to the severe service to which
couplers are subjected. Many persons have an
idea that if they can only get up a car coupler, or some
other device to be used on railways, tlicirfortunes are made.
But this is a mistaken idea, as many have learned to their
sorrow. Most of the car couplers patented are gotten up
by men who have no connection wha' ever with the rail-
ways, and really have but a very slight idea of the severe
•ouplers a
f the Mas'
Not
Builders' Association
not know that they have
for automatic couplers. There
>by a stop coul i be put to such
aware of the action {
regarding couplere, an
adopted a set of contour
should be some remedy ■
a wholesale issuance of patents which can in no way be
utilized by any one, and which cannot be of any monetary
value to the inventor. Can there not be some limit put to
the issue of patents of impracticable devices, not only of
car couplers, but of all descriptions ! It is certainly high
that the general public be infoi-med as to the action of
the Master Mechanics', Master Car Buildei-s' and other as-
tions concerning devices in use by the railways.
The steam car heating companies have been
w^hat excited lately over a report by the
several interference cases in which an important
point at issue is the priority of invention of a combi-
nation of a Baker or other similar heater with water
circulation and devices for heating this circulating
water -by steam. We do not understand, however,
that any of the interested parties now claims that any
final decision has been reached in the chief matters
at issue. The report of the examiner found the
priority of invention so far as the combination above
referred to is concerned to be with W. C. Baker, of the
Baker Heater Company, whose rights are claimed by
the Consolidated Car Healing Company through
mesne conveyences. The examiner further suggests,
however, that the testimony reveals the fact that the
construction had been in public use for more than
two years before either Baker or McElroy applied tor
a patent, which, if true, renders it unpatentable. The
decision of the commissioner of patents on the report of
the examiner has not as yet been announced, nor has
the particular question of public use been argued be-
Base Ball i
the Convention, Ja
'Twas on the anniversary day
Of glorious Bunker Hill,
'Twas where on Cape May's golden sands
Atlantic surges spill.
Marshalled upon the diamond field.
The east confronts the west.
Each side resolved to win the prize.
Each man to do his best.
The game is called, the play begins.
The badge— which side will win it !
Ah ! soon and clear it doth appear
Those corn-fed giants of the west
Pound the ball mightily.
The sad supply men of the east.
Do chase it wearily.
And when at last through innings seven,
Had fought these struggling men,
The conquering west had twenty-nine
The beaten east but ten.
Then loud out rang a clarion voice,
"I warned you plain enough.
These westera men have fooled you well
And gathered in your stuff.
"Ho, brothers of the east take heed !
This day has plainly shown.
You win no games unless you have
An umpire of yom- own !
"No matter how you throw or catch,
Or bat the ball with vim ;
You cannot beat the west unless
The umpire's name is Jim."
THE RAIL^VAY MASTER MECHANIC.
95
THE MASTER CAR BUILDERS' ASSOCIATION.
The twenty-fiflh annual meeting of the Master Car
Builders' Association, held at Cape May, N. J., was
opened on the morning of June 9 with a brief address
or welcome delivered by Mayor Edmunds, of Cape
May. Among those pi'esenl at the opening and suc-
ceeding sessions were the following:
Thos. Audi'i-son, Pittsburgh & Western; J. H. Agnew,
South Curoliua; J. N. Barr, Chii-asro, MiUvaukoi' ,t St.
I'aul;.!. C. Barber, N.ii-tli..vi. l-:..iH.-: K'n.lnlph lii..st..i-.
Duncan, Cin.,
MXg. Co.; G.
II B. Fletcher
...liuU, Philadelphia, Wilmiugtou .it
liu, Wabash; James Meehau, Cin.,
lileham; Thomas Millen, N. Y. &
. X K. (■-; 1.. K 1
e, Buffalo. Koch.^'
«o&We3t. Ind I.
M. Wait
issippi Valley;
T. Suiherland,
iisend, Chicago
Voorhees: A.
WaU,
.V ~ :. :^. Pennsvl
II. A. Wi-h,t. I, .M,.:,,-,i I. ,■. H.-njamin Welch,
So. Pacific (Pii.JH.-Svsfmi; Coo. \V. West, N, Y. Oo-
tario & Western : ,1. t. Wood, Baltimore & Ohio.
President Kirby's address, which followed the loll
call, and which was warmly received, was notably
strong, vigorous and pointed. It was, in substance,
as follows:
PRF?inENT KIRIIT'S ADOKESS.
(■m|[ ii.lM. .^ i, I,. h,-,.n appointed to investigate different
sut'^-'- i; i ■ ■' This convention: they will present to
v.Hi - ,l..rmation, and I trust that their re-
]i"r'~ 1 in a spirit of inquiry, and that all
pr.->. [i' I I, '!■ ..y and fairly in the discussions to the
end, that when this convention 3h,ill have completed its
work— each one adding his mit«— we all may feel that we
have been benefited by coming together.
Couplers.
The great diversity of design of the M. C. B. type of
coupler coming into use since the vertical type of freight
vai coupler has been adopted as the standard of this asso-
ciation euffcndprs a great deal of trouble. The fertUe
brain .if the inventi.r has been unceasingly at work and
th.- t . 1 multiplicity of kinds until we have
fii.: hi patterns — and still increasing— all
Ih.- . .piers; and yet the knuckle— that por-
tioi. -r likely to require renewing — is not
iiit' ' ,:iv ..f til., other designs. Thenthere
art- V 'ring each from the other,
an.t .1 - ~ - themselves. This multi-
pli. ;■ ' wrong direction; and, in
nvc iimeniii ii. uncoup-
necessary foi ii.i 1.. . I ' ~ . : \..urau.st
all know, from .-mi !.\.-nience
caused by the difft-i. i : i he many
vertical types of ci.ii|. ■ ■ >: i ■ i- i . . n said to
type of freight car ioU|..ii lh,ii :!.t.. i.,i.i l v. u uhjects in
riew in so doing. One was adclitiunal safety to the men
who make up and man the freight trains ; the other was a
gi-eat reduction in variety of draw bar.s now in use ; imagine
the disappointment.
Defect Cards.
The next thing that 1 desii-e to call your attention to is
the excessive use of defect cards by some roads. When it
becomes necessary to utilize the space on two cards to
I repair more than i
uds, which would ap
system by somebody.
■ ■']<•■ i.ri.'lingof bad
uebody
-lid by the clerks of the car depart-
1 - ^ .K ^ I ^ Ky. Co. to bring to the attention of
'! ;- . -MiM I ■ .11 :''..■ nuonvenience experienced by the use
oi the Ola -si/e oi ueleot cards — how inconvenient Ihev arc to
fold and hie away. It is now about four years siiice the
new and more convenient size (3)^ x S) of card was adopted
and yet some railroad companies are using the old size
carils to-day. (4\r x 0 in.) While on this subject of de-
r. . ' . ii.N 1 dcsu-o to callyour attention to the reprehen-
liro of some inspectors of adding defects to the
la card which did not exist on the car when the
iirst applied. This is nothing less than forgery,
1 hi II Ml. ro is any man within the sound of my voice this
morning who has been guilty of this thing, I beg him to re-
pent and resolve to do so no more. It is by acting out the
precepts laid down in the golden rule that lightens each
other's burden .
Interchange Hi/to and the^4r)>i7ra(ion Committee.
In our every day experience ill ili. .m. i . i,,i i,l. ..fears
werealizethe beuetit of the nil' ' t _ in. it inter-
change. It is a wise provision ol 1 - ihat one
possible for
iiterchange hi
nd thus obvia
nterested.
associatioi
ibility, which rightfully
of others. '
consider this
With all the expansion and giowt
iljor gi-ows with it, and our woi k i-. i
It arrived at that period when IV. • ■
It and nothing new can be sul'l" -
i.-d. EYom observation and ex |. IT
longs to him, upon the shuulJe
kindly feeling I ask you to co
have touched upon.
ardofthi.s a-
freight cars h
haugeable, tli
caused by the use of different i
■ %. Ther-----=— '
ity freig
The same thing is 1 1
ightcars; the .lis'
bolt holes varies by quarters fnii
not progress!!
It is gratifying to see the progress which is being made
in equipping'freight cars with automatic brakes and coup-
lers; may the good work still go on.
The secretary, Mr. Cloud, has improved upon aiuicnt cus-
tom, and put each nit-ii) in !■ in |),,, ,,--,,,), Ml I I |i..rl - ill llii-
Almost upon the Ilin-- i ..i .. ,i .h ii . ..ir ■ i,i !.r
— on June '2d— death has taki'n fi-om our niimbi-r one who
has filled the ofHces of president, vice president and treas-
urer, Mr. B. K. Verbryck. A committee should be ap-
pointed to prepare a suitable memoir of his life and work
with us.
Gentlemen, I thank you for vour kind attention, and I sin-
cerely trust that the deliberations in which we are about
to engage may be
"With wisdom fraught,
Not such as books, but such as practice taught."
KOUTINE BUSINESS.
The secretary's report showed that the association
now had 1.58 active members, 115 representative mem-
bers and live associate members, showing: a gain for
the year of two active meinbers and 12 representa-
tive members. The treasurer's report showed that
there was. *l,W4-44 on hand after payment of all the
year's expenses.
The president announced the following commit-
tees :
To Nominate Officers for the Ensuing Tcor— William
Turreff, R. H. Wilbur. Benj. Welch, Wm. McWood.
E. B. Wall.
To Select Suhjects for the next Convention— V. D. Ad-
ams, E. Chamberlain, J. N. Barr, Wm. Forsyth, John
Mackenzie.
On Correspondence and Resolutions— W . II. Day and
Thomas Sutherland.
An auditing committee as elected as follows: E. I).
Bronner, E. S. Nelson and G. W. Rhodes.
Messrs. H. G. Prout and D. L. Barnes were then
admitted as associate members of tlie association.
The joint committee on
reported, recommending that the master car builders
. on the second Wednesday of June, and Iho ir as-
ter mechanics on the Monday following that day, and
further recommending that the place of meeting be
selected by a joint committee, of five officers from
each association, the place to be selected at least six
months before th<3 conventions. The report was
adopted and the secretary was instructed to amend
the by-laws in accordance therewith.
The report of the committee on
LETTERING OF FREIGHT CARS
i-as then read. This report, which will appear in our
ext issue, recommended methods of lettering box,
stock, gondola and flat cars, and these recommenda-
tions were by ••ole of the convention ordered to be
sent out for letter ballot. There was a difference of
• ipinion developed in the discussion of the report as
to whether the car numbers should be placed upon
the car doors or not, but the majority jireferred to not
have the car numbers so placed.
The report of the committee on
was 'hen presented. This report, which is given in
|.,;,ij^..,„ v..s ,if notable value, and embraced some
_ . ala s to the physical properties of malle-
I'l. The report was discussed by Messrs. Barr,
\\:ii;, iiiieves, Porsy„h, Chambei-lain, Schroyer,
Wait! and Sessions. An attempt to send the recom-
mendations, as to stake pockets and center plates, out
for letter ballot, was defeated on the groimd chiefly
that complete drawings were not furnished with the
report. Mr. Waitt also wanted provision for standard
fastenings for stake pockets. Mr. Schroyer expressed
a fear of adopting a patented article as a standard
and Mr. Barr opposed a letter ballot until complete
drawings were presented, citing the trouble the asso-
ciation had had with the journal box and lid through
-iiiiilar lauses. The matter was finally disposed of by
I ii-o of a resolution approving the committees'
. .1 III iidation that stake pockets should vary in
i ,1' t 111- top by * inches, and should have a uniform
taper in each direction of i in. in fi in. It was further
voted to appoint a committee to report upon a stand-
ard pressed steel stake pocket and method of attach-
ing same to cars, and upon a standard center plate,
one for use on iron transoms and one for use on wooden
transoms; the committee to present models and full
detail drawings with its report.
The report of the committee on
STEAM HEATING OF C.VHS
was then read. The report recommended that all pipe
Ix; located, as far as possible, inside the car: that a uni-
form location of train pipe ends be adopted; that a
standard union for connecting hose with train pipe be
adopted, and that an independent heater be retained.
These recommendations were approved and the com-
mittee was continued with instructions to present draw-
ings showinga standard location for ends of train pipe,
and a standard union or fitting for connection lietween
hose and train pipe.
This closed the work of the first day's session.
&1J
THK FIAIL^W^AY MASTER MECHANIC.
July,
On Wednesday morning. June 10th,
THE INTERCHAXGE RULES
were taken up and the entire session was devoted to
there. The amendments adopted on this and the fol-
lowing day were as follows:
BILE 3.
Section (a) to read: "Shelled out; wheels with defective
treads on account of pieces shelling out, leaving flat spots
deepest at the edge, mth a raised center, \vheels must
not be condemned from this cause, unless the spots are
over 2).; inches, or are so numerous as to endanger the safe-
ty of the wheel.''
ess, or having Bat, i
1 one inch from tread."
) The following was inserted
old
bcrs 11 and 12 and numbered 12 : "Brake shoes % inch
thu-k or more at center." The remaining clauses were
rLiiuiiibered, the last being made 16. The following clause
wt-re then added after prolonged discussion.
IT. "It the car has air brakes, the cylinder must have
been cleaned and the triple valve cleaned and oiled mthin
six months, and the date of the last oiling marked on the
brake cylinder."
IS. "If the car has air brakes, the cylinder must have
been oiled within three months, and the date of the last
oiling be marked on the cvlinder."
19. " If the car has air brakes, the brake shoe slack must
be so adjusted that under the full appUcatioa of the brakes,
the piston travels not less than 4 in. nor more than S in."
20. " If the car has air brakes, the brakes must apply
and release promptly with proper handling by the engi-
21. "Triple valves and auxiliary
from water."
22. "Air pipes and all connections thereto must be free
from leaks, and the pipes properly secured to the car body
so that injury shall not occur to the apparatus nor leaks be
produced bv shaking and vibration of the pipe."
23. -Air brake hose when not coupled with another car
must be properly secured in the dummy coupling."
Sec. (u). The following clause was inserted and num-
bered (1), the old clauses being numbered one higher: "M.
" ~ " -bars with such minor defects only as do not im-
ing, or m condition which will improperly protect the lad-
ing, or with door shoes worn or loose, so as to aUow the
door to swing outwardly." The following clauses were
also added, the one above being numbered (1), and those
below numbered as indicated :
Sec. (3). "Cars with four-hole center plates and long cen-
ter pins through bolster, must have two effective bolts
diagonallv opposite."
Sec. (3). "Cirs with four-hole center plates and short
center pins which rest in upper plate must have three
effective bolts."
Sec. (4). Car with two-hole center plates must have two
bolts effective."
Sec. (5). "Four-hole center platas must not have two ad-
jacent corners of plates broken through bolt holes.
Sec. (tj). "Two-hole center plates must be unbroken."
Amended by making it requisite to secure defect cards to
cars by four tacks, and located on the outside of the inter-
mediate sill between the tie timbers.
RULE 5.
Amended by making it necessary to fill out defects on
cards in full \vith no abbreviations.
This rule was amended to read as follows :
Car owners shall be chargeable with the repairs of their
)wn cars when such repah-s are necessitated by
(a) Roofs lost from cars on account of decayed condition
ir faulty construction, and ownei-s notified before the re-
Kiirs are made.
(b) Brake .shoes worn out.
II) .Journal Ixjaritigs worn out — except that when wheels
.1 ,1 i~ I!. . i,,iiiL''-.l and are not chargeable to the car
'V ' ' ! ' 111. ■ renewal of bearings necessary shall
i as provided in njle t
(e; Wheels and axles i
The rule was then nu
changed to 7.
This rule was rearranged and a clause was added making
t necessary to stencil on wheels and axles the name of
road changing them and the date of renewal.
Altered by changing the word "such"
*all," and by crossing out the last two
IIULE 11.
Amended by inserting after the second sentence the fol-
rnving: "If the route loincides to that over which the car
anie to the point at which it was damaged, no liability for
The fourth sentence was made to read as follows:
"Wheels ajiplied must be marked on the inside with the
date, the initials of the road doing the work and the place
vhere the work is done.'
Amended by putting a period after the word "card" in
the third line and by making the remainder of the rule
read as follows: "Each defect card shall state the wrong
material used and shall pass the car back to the owning
The prices in this rule were revised. A new clause ^
inserted making the price of "box car, eight wheel, 34
Ion" or over, $300." The first line of the price list as in ri
32 ft. long and under ::i * - \" ■•' ■,■ . :
stock cars there was t . i : , v i
stock cars with eith* i . i ■ lu' i'
should be vaUicil ;it >::. ■ i_ ; . - - ,\ ■ n in i-i .
quired."
iu:le 26.
Under the list of prices in this rule there is the sentence,
"Manufactured articles not included in above list, at cur-
rent market prices." To this were added the words,
"without freight charges."
Prior to the consideration of the rules all the deci-
sions of the arbitration committee, to date, were
formally approved, although there was considerable
discussion as to the correctness of the principle laid
down in ease No. 55, concerning payment for carded
defects on a destroyed car.
ROUTINE BUSINESS.
Thursday morning was first occupied with the re-
port of the nominating committee, which reported
favoring the re-election of the following officers:
President— John Kirby.
Vice Presidents— E. W. Grieves. J. S. Lentz. T. A.
Bissell.
Treasurer— G. W. Demarest.
Executive Members- R. G. Blackall, E. Chamlxjr-
lain, F. D. Casanave.
The auditing committee reported that it had found
the accounts of secretai-y and treasurer to be correct:
the arbitration committee was given a vote of thanks
for its excellent work during the past year, and the
following report from the committee appointed to act
upon the communication received during a previous
session from the officials of the world's fair was pre-
sented and adopted:
Resolved, That the M. C. B. Association in convention
assembled does heartily indorse the World's Columbian Ex-
position of 1S03, as an undertaking intimately connected
with this association, inasmuch as it is due to the ingenuity
The report of the committee on
WHEEL GUARANTEE,
to be given later, was then presented. With it was
presented a letter from a committee of the Wheel
Makers" Association, asking that the M. C. B. com-
mittee be continued, as no conference had been had
between that committee and the Wheel Makers' Asso-
ciation. The committee was continued in accordance
with this request.
The report of the committee on
METAL FOR BRAKE SHOES
was then called for. Mr. Rhodes, chairman of the
committee, presented a brief report to the effect that
owing to lack of means the proposed road tests had
not been carried out, and that therefore a full report
had not been prepared. He, however, presented some
notes as to the results of his shop tests. The report
and Mr. Rhodes' notes will be found elsewhere in this
issue. The committee was continued, J. N. Barr be-
ing added to it in place of B. K. Verbryck, deceased.
The committee on
JOINT CAR INSPECTION
presented a very thorough report, to be pub-
lished next month. The report was not discussed,
but the three leading recommendations of the com-
mittee, viz: to adopt a standard system of joint in-
spection as outlined, to adopt a standard form of week-
ly report of defective cars received and delivered at
joint inspection points, and to adoi)t a standard joint
inspection defect card as given in the report, were
ordered, by vote, to be sent out for letter ballot.
The report of the committee on
AIR BRAKE STANDARDS
which followed, will be published hereafter. It
was of unusual thoroughness and value. It was pro-
posed that the rules governing the operation and
maintenance of the Westinghouse automatic brake
and air signal, which were presented by the commit-
tee as an ainioiulix to its report, be sent out for letter
l«llipi, I'ut Mr. Uhodcs objected on the ground that
lie IkuI found (iiiitc a number of the rules to embody
bad practice. The rules as a whole met his approba-
tion, but in view of the errors contained therein, sev-
eral of which he cited, he thought it unwise to sub-
mit them to letter ballot as they now stood. Upon
his motion the rules were accepted and ordered
printed in the proceedings of the association, and re-
ferred to a committee to report at the next conven-
tion.
The report of the executive committee on mainte-
nance of standards for
M. C. B. COUPLERS
which we give in full elsewhere was followed by an
active discussion as to the best method of getting at
the desired maintenance of standard. Mr. Barr of-
fered the following resolution, which was adopted:
It is the sense of this convention that these templates
and gauges should be tested during the coming year by as
many as possible with a view to determing their practica-
A long discussion as to the templates followed, par-
ticipated in by Messrs. Barr, Waitt. Chamberlain,
Casanave and Bissell. Mr. Waitt thought we were
hardly prepared to act finally on limits of coupler di-
mensions, and wanted a committee appointed to con-
sider the subject, obtain the ideas of all the roads and
report limits to the next convention. Mr. Casanave
urged the immediate issue of the proposed templates
by the association as a guide to manufacturers. Var
ious motions were made, finally resulting in the pas-
sage of the followini:- n'snluti.ur
coupler makers ami i:iiiiM:hi- ,l- i
Mr. Waitt moved
That a committee be appointed to consider whether there
t>e appointed to
lard or liu,its
vhic
are any further standi
or any changes to be made from the
adopted.
And his motion was carried.
The report of the exeeutiv
JOURNAL BOX, BEARING AND LID FOR 150,000 LBS.
CARS
was then received, and, without discussion, its rec-
ommendations were ordered sent out for letter ballot.
Mr. Lentz stated that in view of the form of lid
proposed in this report it was desirable to have a
lid for 4u,000 lbs. car box, and he accordingly pre-
sented a drawing showing such lid and box. It was
ordered, by vote, to be sent out for letter ballot.
The following communication from the Southwest^
ern Raihv.n, t'lnliv.as In r.- pn-scntcd, and, without
discussion. .11 .. ' . . x.culivi' committee.
The sr. i. ! . 1 a cininuuiication from the
Southwestern i:i; .a; ' liil.tiillic effect that at its
meeting held in Louisville, on May 21, 1891, Mr. P.
Leeds, superintendent of motive power of the Louisville
& Nashville railroad, jiresented a motion to the effect
that a committee of ti\. or seven members composed
of mechanical experts slionl.l lie a]. pointed by the M.
C. B. Association to iir.sent eoinplete dimensions of
the various classes of freiL^tit e:us now in service, and
that these dimensions bo considered by the associar
tion, revised if necessary, and finally adopted as a
standard to which all new freight equipment through-
out the country should be built. This motion before
the club was carried and the secretary instructed to
call the attention of the M. C. B. Association to this
action, the idea being that while the association
might not agree as to the methods to be employed in
producing such standards, the desirability of the
standards themselves was so great that the association
might profitably consider the subject. This commu-
nication was referred, without dii
iitive committee.
ROUTINE
The election of officers here followed, resulting in
the re-election of the outgoing incumbents as recom-
mended by the nominating committee.
The committee on resolutions reported, compli-
menting the Northwestern Railroader upon its enter-
Jl-i.y, is
THE RAIL^WAY MASTER MECHANIC.
prise in publishing a daily edition during the con-
The president appointed the following committees
to prepai'e obituaries;
On D. a liidumhon-.L \V. .Maiden and E. Cham-
berlain. *
On li. K. Verbi-yck—C. A. Smith and .T. Town-
send.
tMeveland. Alexandria Bay, Saratoga. Chattanooga,
-Martha's Vineyard and Boston were mentioned by
fiiends or the several |)laees as desirable points for
the ne.\t meeting: and tlie convention then adjourned.
THE MASTER MECHANICS' ASSOCIATION.
The twenty-fourth annual convention of the Ameri-
can Railway Master Mechanics" Association was
o|)oned at Cape May, N. J., on the morning of June
K), all the ofticers and the following members being
ghciiy, Pa.; E. A. Williams, M. St. P. St. S. M., M
apolis, Minu.
Mr. Geo. Royal made the opening prayer
Senator Rayburn, of New Jersey, welcomed the r
hers to Capo May.
President John .Mackenzie then jirescnted
first annual address.
Pei-mit me at this, tile -ilth annual m.-ctiiif;,
you. I congratulate vou upon the pruspcrou;
passed. At no previous time have the railroads
on to perform such a large volume of business,
time have ihey been compelled
small
demand for cheap transportation have "kept the rates
Hitherto members thus dropped, and who were by
reason of being out of i>ractical service, ineligible to
new membership, had no way of getting back into
the association.
Mr. Hickey's amendment, also proposed last year,
and which so amended section 1 of article III, as to
make representatives from car building works eligible
to active mcmbershij), was put to vote and carried.
^ S I '^^'^ following new associate members were by vote
aUcd I admitted; Prof. A. T. Woods, \V. H. Marshall and
W. D. Crosman.
ivase llie cost ol Iransjiorlaliou. These are, the mak-
of locomotives more economical in the use of fuel, and
reducing of the wages account by making them pull
PLACE AND DATE OF irEETING.
The committee appointed to confer with the car
builders' committee on place and date of meeting re-
liorted recommending that the car builders meet on
thesecondWednesday in June and the master me-
chanics on the following .Monday and that the place
of meeting be selected by a joint committee composed
of five officers of each association. The recommen-
dations were adopted.
Upon motion of Mr. .Setchel it was voted to incor-
porate the Master Mechanics' Association under the
laws of New York, the step being taken with special
reference to a legal disposal of the Boston fund.
FLAXGINO HKAT OF STEEL.
The hoin- for the consideration of special topics
liaving .iriivcd the following 'subject was taken up;
' i': -••■ '•'■ :!,inj^..Hl safely at other than a red heat."
' ''■■•'' '.'ll opened this topic with the fol-
Foniey, 14.5 Broadwav
Coal Co., Corning, ?^".
Cleveland. O. : Win. i:
U"' ■ ■'-'■'■'■■' '■ I - fliicago, IU.;I.
N. K;ili..iiiL'l;, I. ,v ' ' ! ■ !■ ■ x. Lauder, Old
Col.iiiy. Hm>.,,, \: I • 1 , , c, c. & St. L.,
Mati'Min, 1, n ..I !, ' ' , Koston, Mass. :
Puhi^li. I..- ! ., l...uisviUe, Ky.;
Wi" '< I- -c, Wis.; Jacob
I'O-' ~ I ' i HA. Luttgens,
lio;.'! I - I, I , ■ .1 ; John Mack-
cn/i' . I >..-;. I , , (, ,i.,s_ Maglenn,
CaiM.:: '■ ■ I :... I ! ;■. ;ii-d Mav, Inter-
colcir,, '.i .1 •. i ,: - ■.:. I Is c., Ft. S. &G.,
Kaii^.i- ' '-''■■ ' ' .\ \\-. Indianapolis,
lml...i V • - , : ->ll.«v,Ky.;J.B.
Micliii. .1. I . V ; .V . ,,. !,■ . , I nil.; Scott Mills.
LcLigh ■■^ 11„,.., \v„i .. ,. „. ;,. , . . 1 i„,„..is Millen, Nfir
York City & .v., High Brijgc, N. Y.; K. A. Miller, N "i'
C. & St. Louis, Couneaut, O. ; W. H. Mill i
Columbus, Hocking Valley & Toledo, Columbus ( >
H. Monkhouse, C, K. I. i P. Horlon, Kan.: J. E. .M.i
rell, C, K. 1. & P., Davenport, la.; L. C. Noble, A. French
Spring Co.. Pittsburgh, Pa. : J. S. Patterson, Cincinnati,
" ' " " ' ?'.':'?''."''§''. * Jicading, Heading,
.Vlton,
I'., Col ,
Wm. Ruther-
can be (lone.
The efforts to still improve the motive power are increas-
ing. This progressive sentiment has been manifested dur-
ing the past year in the introduction by several railroad
companies of compound locomotives, and the results are
highly encouraging. The activity of our members in striv-
ing to improve the machinery under their charge may be
judged by the work ol investigation undertaken durine the
l).ist year.
I Tlic reports to bo submitted to you at this convention are
■' 1 ill I i! Mill, ,11 \ |,i, , i,,iisi, presented, and, as vour
I' I ' i.nimend that the members
11. need of action bv this asso-
I I ii-.ii.'j, .i|>! II" I- i.r locomotives and cars. You
III aware o! ttic fact th;it committees have been appointed
,^ the raUroad commissioners and they have had one meet-
L.'. They have sent out circulars calling for information
ii.lci^ this heading. Two of the important subjects are the
l.'luippiTig .if Loccimotives and Cars with Power Brakes,"
"'I Ml .\ , II It . c.uplers for same." The inHuenceof
nat '. ingress will be very great, represeut-
II'-' |~ I ..aa commissioners of all the states.
'I ■ ' '.•■ memhers of this as.'^ociation should
.Uburgh, Pa. ; Jas.
M. sneer, o. & M. Washington, Ind. : E. T. Silvus, J S A
& H. K., St. Augustine, Pla. : W. T. Small, St. Paul
Minn. ; George ^\ Smith, A. T. & S. F., Topcka: William
. Mass.; W. T. Smith,
I^cxington, Kv.; H. N.
irks, Pittsburgh, Pa. ;
liladelphia: Angus Sin-
.lohn Y. Smith, Dovlcs-
, Boston
Newport News
Sprauge, Pori .
Thomas Shaw,
clair, Morse Inii
Stinard, S Dickinson street, ^alerson, N. J.; Hcnrj- K
Stout, Penn. : Sunbury, Pa. ; Wm. Shanston, C. St. L. &
P., Indianapolis, Ind.; H. Tandy, Bfoo'iIs Locomotive
Works, Dunkirk, N. Y. : C. F. Thomas, Kicbmoud & Dan-
ville, Alexandria. Va. ; W. H. Thomas, E. T. Va. & Ga
Knoxville, Tenn. ; W. A. Waldcn, Richmond & Danville
Atlanta, Ga.; Beriah Warren, T. P. & W., Peoria, III.
Amos H. Watts, C. J. & M., Marshall, Mich. : E. L. Wcis-
gcrber. Baltimore & Ohio, Newark, O. ; Keubcn Wells,
Kogers Locomotive Works, Palcrsim, N. J. ; A. M. White
Schenectady Locomotive Works, Schenectady, N. Y. ;
D. A. Wightman, Pittsburgh locomotive Works. Alle-
Smcc we met last year the association has experienced an
unprecedented increase of membership, there having been
added »5 members during the year.
The death roll ha-s lic.-n mei'cifully lieht, but the associa-
ti'.i. has ii.^i ..iH- ..iiiiiKii \ miH (nT ;iii.t .inc honorary mem-
!•■<■ I ii.' ..|-.liii,ir;, n,^:i.„r v,,,~ .Mr s. B. Tinker, who
1^. 1 .1.1, .\li s .\ I ,111,11,11,-.,. uhi, u.is uiie of the small
ed to prepare obitu.-u-y
Secretary Sinclair's report, which followed,
showed that there are now 430 ordinary, 14 associate
and 14 honorary members, a total of 4.5.S, showing an
increase of 95 members, the greatest yearly gain on
record.
The treasurer's report showed that there wa; a
balance on hand of $],0»)I-75.
The annual dues were by vole fixed at *.">. and the
following auditing comuaittee was elected; James
Boon, VV. n. Lewis and H. M. Sprague.
In pursuance of notice given last year, Mr. Sprague
brought up his proposed amendment to Sec. 2, .\rt.
III. of the constitution, by which names of candidates
for associate membership would be referred to a com.
mittee appointed by the president instead of to the
executive committee, which special committee would
report at the next annual convention. The amend-
ment was put to vote and was carried.
Mr. Mackenzie's amendment proposed last year was
also carried. It so amends Sec. .'t Art. III. that mem-
bers dropped for non-jjaymcntof dues may in the dis-
cretion of the executive committee, he reinstated.
1 so far
d heat,
Nev-
iutilustratc the danger. I would a.sk you to examine
two samples of ojien hearth steel now on exhibition
in this place.
One end of .-acli piece h;i.s been Ix-nt when cold, so
!,^"'. I ■■'"''''"'''■' '" '""' ''''■.■'■' "'^" "'■ ""^ sin-
-.'' •■''.' y . , , , , ,,, .,,,,., ,,^,.|. any
^'-', ^ " '■ " ■ ■ ■•,''.' : ., ; ..riion of
^■"■'\v' '■' '■■' i.i.-i^.i IV 1.1 ivNcmble
a u.iii.scr.jn uiui .1., iiiiu|,i In, .j.vi,e,:i.-,i. |iiuscntsno
indiatlion iif failure. The other end of each piece
has Ireen bent at a temperature of atout (iOO
degrees, or that corresponding to a blue
color on the surface from which the scale
has been removed. Close inspection is not neces-
sary to show that each piece is badly fractured
at the center of the bend; and in the case of the piece
in which the gi-indstone marks arc parallel to its
length innuiu.ralil,- , racks, increasing in importance
as the bend i, ;iii|.i. a.h. ,i. .-an readily be discovered
by thenakc.l . >. . aMIiiiii^jl, much better by means of
a iTiagnifyiiiL. jla,,. -ni. y can be traced from the
iiiiint wli.i.. 1 1, i„ i,,|i„,, iji-st commences, and fully
'■' iii"ii-i I a I ' I .' ' , '• iiii>erature,steeImu8tnotbe
'•■■ This result impresses
i." recommendation of the
A'lii 1. Ill i;,,,|. I 'I'll, , - \ssiiciation. w hen in session
should be done at
blow should be str
temiieralurc sh(i\\
fore the 1,1.
the ,A,meri.
limit at «
samples on
off the shcc
I :.■ ami not a single
I has reached a
',11 ■ IN daylight."
]'a-s..i away, the black
. aiin.it tell how rapidly
li.- t.ni|icrature of great-
I... a|.|ii.iaching. Cherry
• alil. .1.--I-,.,. ,if heat be-
ll, anil i, [■.■.■..Mini. -tided t>y
•,. I-' .\-s.:.iali..n as the
- !•■■ si.i|i|,..d. The
li us thai il is saf.-i- to COOl
job cold rather than con-
tinue working at unknown temperatures.
Iron as well as steel is subject to this dangerous con-
dition at about BOO deg.. and I believe all metals and
alloys are similarly affected at temperatures peculiar
to each case.
This matter was brought before the iiublie, I am ad-
vised, some two or three years ago, but the good seed
sown seems not to have taken as deep root as its im-
portance deserves; and the thanks I have received
from many master mechanics whose minds I refreshed
by showing them a piece of steel similar to those now
m thi.s hall, have indicated that my work has l>een
apl'i. I a . .1. an. I ivceived in the same spirit that
I'l'in i ■ ■■ ii.i.rtake it.
' il- recommendations of the A. B.M.
.\s-. . HI :..n a- .ii lined aoove, and cease working
steel wli.ii ilic niiiiling color of cherry red by day-
light has been reached, failures while Hanging will
be reduced to a minimum and our impressions that
the steel manufacturer is largely resixmsible for such
failures, will be proven to have been without founda-
tion.
Mr. Blaekwell's interesting exposition of the dan-
gers of low Hanging temperatures was discussed bv
THK RAIL^VAY MASTER MECHANIC.
July, 1891
Messrs. Shaw, Lauder, Sinclair, Leeds, Cromwell
Hickey, Lewis, Meehan and Glbbs. During the dis
cussion Mr. Le« ds stated that his objection to steel in
a.xles and crank pins was based, for one thing, on the
facts brought out by Mr. Blackwell: for, he con
tended, this dangerous blue heat was often reached
by those members in service, when fine flaws were
produced. Mr. Meehan said he was convinced that
in basic steel there was no such change of character
at varying temperatures. Mr. Gibbs contended that
the phenomenon under discussion was found in basic
a-s well as open hearth steel and in iron as wt-U as
The report of the committee on
E.XHAUST PIPES, NOZZLES AND STEAM PASSAGE
was next presented, and was accorded extended (
cussion, participated in by Messrs. Thomas, Shi
Lauder, Gushing, Gibbs, Pomeroy. Stewart, Lev
Smith, West, Montgomery, Sinclair and Barnes. The
committee was continued for another yeai-.
The committee on
POSITION OF FIRE-BOXES,
the advantages and disadvantages of placing the fire-
box above the frames— slated through its chairman,
Mr. Griffiths, that it had nothing further to report,
having reported quite fully at the last convention.
The committee was accordingly discharged.
The report of the committee on
RELATIVE VALUE OF STEEL AND IRON AXLES
came next. It received but little discussion at the
time, although Mr. Barr spoke to the point that steel
axles failed because of being made of too high grade.
On Wednesday, however, the subject was treated
at considenable length by Messrs. Smith, Swanston.
Quackenbush, Cromwell, Meehan, Lauder, West,
Setchel, Sprague, Hickey, Sinclair, Vauclain, Griggs,
McCrum and Gibbs. Opinion appeared to be pretty
nearly evenly divided as to the respective merits of
iron and steel for axles.
THE REPORT OF THE COILVHTTEE ON TESTING LABOR-
ATORIES,
chemical and physical, next presented its report,
which proved to be a most admirable review of the
nature, purpose, workings and cost of laboratory work
on railways. It was follov\-ed by a somewhat lengthy
discussion by Messrs. Forney, Smith, Shaw, Vauclain,
Hickey, Sprague, Sinclair, Cloud, Gibbs. Meehan,
Ijeeds, Lewis, Lauder and Barnes. The discussion
was in the main, however, upon a proposition advanced
by Mr. Forney as to the value of the indicator as ap-
plied to locomotives. Mr. Forney, while expressing
appreciation of laboratory work, said that a laboratory
was likely to be useless through being placed in in-
competent hands: and then stated that he never knew,
personally, anything to be revealed by the use of an
indicator on a locomotive that was worth knowing.
Every speaker following, with the exception of Mr.
Sprague, eagerly took occasion to testify to personal
knowledge of the benefits gained by indicating loco-
motives, and the discussion drifted to indicators,
laboratory work in general being dropped. .Mr.
Sprague said he had never used an indicator, and
argued that careful designing would do all and more
than an indicator card would in developing a good lo-
comotive. Mr. Sinclair made the point that the indi-
cator had been to some extent misused by applying it
exclusively to "crack'' engines— the place for the indi-
cator was on poor engines where it would reveal de-
fects that could be remedied. Mr. Gibbs indorsed this
view and told how he had, with the indicator, discov-
ered the trouble with poor working engines. Mr.
( 'loud, joining the crowd of defenders of the indicator,
referred to the fact that the compound locomotive had
been developed, and was being developed, by the in-
dicator.
ROUTINE BUSINESS.
Following this discussion came a report from Mr.
Setchel, custodian of the Boston fund, showing that
the fund now amounted to $8,218. Mr. Lauder re-
ported for the committee on the disposition of this
fund, recommending that an otTer made by Stevens
Institute to establish scholarships for the amount
of the fund, be accepted. The report was adopted.
This action places a course at Stevens Institute within
the reach of the sons of members, the only conditions
being that the boy's father shall be in good standing
and that the boy shall have had one j'ear's shop expe-
Upon motion, the president, secretary and treas-
urer were appointed a committee to make the neces-
sary kgal arrangements with the college. The fol-
lowing honorary members were then elected: .lohn
Black. E. T. Jeffery, Morris Sellers, F. L. Sheppard,
•Tacob .lohann, .1. F. I^ivine and .1. Mulligan. A
vote of thanks was given to Mr. Setchel for his ad-
mii'able handling of the Boston fund.
COMPOUND LOCOMOTIVES.
The noon hour was occupied with an i.etive talk on
compound locomotives, opened by Mr. Vauclain of the
Baldwin works, who explained at length the advan-
tages claimed for the Baldwin four cylinder type, and
gave accounts of the creditable performances of engin.-
of that type. This discu.ssion will be given in a latei-
issue.
The report of the committee on
WATER PURIFICATION
was then presented. It was only briefly discussed.
Mr. Gibbs did not agree with the discouraging views
taken by the committee. He contended that certain
waters could be purified at small cost. On his road a
chemical compound— a mixture of soda ash and
caustic— was used with marked success.
The friends of the pony truck, while urging its abso-
lute safety, agreed that that form of truck required
close attention— there was chiefly involved a simple
question of maintenance.
The report on
ELECTRICAL APPLIANCES rt)R RAILROAD USE
was next called for. In lieu of a npurt the commit-
mittee submitted the follou m- I. ii. i
The committee to whcmi ,- i i„. subject of
"Electrical Appliances for 1 ;, , i lur u full con-
sideration of the subject, h^i\. „ i, n, ,!.:, i,, f.inimlate a
report to be submitted at this nitethif;.
We find so few railroads have as yet adopted auv of the
methods for lighting, signaling, welding and kindred uses
of electricity or for utilizing it in connection with motive
[lOwtT, itKit nn (liita of consequence and iniportaucL' could
'"■I '•'■•■•'. "W.. find that in the Irxv :,n,.|n,.i, ,,,, ^.„nc-
THE M. C. B. COUPLER.
Mr. Hickey, of the committee on pr(
the car coupler question presented an oral report,
which was in substance as follows:
I desire to apologize for appearing before you a second
time ha\*ing no written report on this important question.
The question is a very important one, and all our people
have so recognized, but for the committee I must say that
we ai-e unable to see our way clear to making a report. lu
consequence, and rather than do so without some delinite
statements, we have made none. I will say, however, from
the replies received that there is a general tendency and a
general desire and feeling amongst our members that the link
and pin as a coupler for freiglit cars and all cars must go.
That seems to have run all through the letters which I
have received. There is another feeling that they express
decidedly, that the coupler for freight cars should have an
automatic feature. It is demanded; thcv want it: thev
must have it. The next question is, is ihc .chiiiIit, ;is at
present constructed, dangerous from tin in i m.ii -ii.oiid
it break loose at its rear, it is liable 1i> > ■ i i In-
track and ditch the train ; That dan;;.! i ni
nated. I have also noticed a great desirr Imi ii „,,t,,
attach to the rear of the tender a close Luap.m^. U,n by
want particularly the automatic features brouglit out.
This report was accepted, and the committee, con-
sisting of Messrs. Hickey, Rhodes, Keler, Blackall, and
Forney, was continued for another year. The subject
was not discussed, but the following motion presented
by Mr. Garstang was passed :
That it is the sense of this convention that the use of the
vertical plane coupler is a move in the direction of progress,
ontinued with power to repre-
i before the combined board of railroad
The report of the committee on
EXAMINATION OF THE LOCOMOTIVE ENGINEERS AND
FIREMEN
was next read. It received no discussion. It was fol-
lowed by the report of the committee on
OPER.^TING LOCOMOTIVES WITH DIFFERENT CREWS,
which closed Wednesday's proceedings. On Thurs-
day morning the report was discussed by Messrs. Hill,
Peck, Swanston, Harnett, dishing and Stewart, The
prevailing sentiment was in favor of double-crewing,
Mr. Stewart gave an interesting account of an experi-
ment made on the Fitchlturg road to determine the
relative expense of chain-ganging and double-crew-
ing. After six month's trial he had found that the
dilTerence in fuel expense was only hall of 1 percent.,
the difference being in favor of the double-crewing
system.
The report of the committee on
LOCO.MOTIVES FOR HEAVY PASSENGER AND FAST
FREIGHT TRAINS
followed, and was freely discussed by Messrs. Barnes,
Leeds, Vauclain, Austin, West, Lauder, Smith, Mee-
han, Smart, Gibbs, Setchel, Hickey, Forney and Sin-
clair. The discussion centered at first on the ques-
tion of placing hangers vertically or at an incline and
varying views were expi-essed on its point. Later the
general question of relative safety of moguls and ten
wheelers wsis discussed. No one could say that the
mogul was unsafe, but many api)eared to feel that
while the mogul was safe the ten wheeler was safer.
We
1 addii
ghting and signaUng, that an at-
tempt at traction increasing and breaking is being made,
but as yet the results would not warrant our enibodving
them in our report.
mittee, therefore, suggest that this subject be
of the opinion.
Your
that i
subject, that a new committee be appointed, consisting of
members of our association who are connected with the
roads that are now experimenting with or have already
Upon motion of Mr. Gibbs the subject was dropped
until the application of electricity in railroad work
is more fully developed. Mr. Blackwell took occasion,
however, to refer to the fact that electricity was be-
ing necessarily used to operate cranes and referred to
the heavy electric crane used at the Baldwin works
for lifting locomotives.
The report of the committee on
STANDARDS OF THE ASSOCIATION
here followed. It received no discussion but the re-
commendations contained in the report were promptly
put to vote and adopted. These recommendations
were: That the United States Screw Threads, the
Microractei- Gauge for Sheet Metal, the Limit Gauge
for Bar Iron, and the Driving Wheel Center and Tire
Gauges— all present standards— Iw maintained and
reallii-med; that the Tender .\xle5. the Cast Iron
Wheel Specifications, the .lournal Bearing Box and
Pedestal, and the Six Mile per Hour Mileage for
Switching Engines— all also present standards— be no
longer considered as standards. The latter details
are, however, to continue to have the indorsement of
the association.
The report of the committee on
AIR BRAKE STANDARDS AND INSPKITION AND CARE
OF AIR BRAKES
was next presented. The report was accompanied by
the same set of rules that was submitted to the master
car builders. There was no discussion, but the rules
were ordered placed on file, and the committee was
continued for another year.
The committee on
SUBJECTS FOR THE .NEXT CONVENTION
here reported the following list, the first three topics
being continued front the present convention:
1. The Present Status of the Car Coupler Question.
2. Exhaust Pipes, Nozzles and Steam Passages.
3. Air Brake Standards and Inspection and Care of
Brakes.
4. Locomotive Indicating.
.'). Compound Locomotives (to be placed in the
hands of a standing committee).
Ii. Special Tests and Investigations (to be placed in
the hands of a standing committee).
7. Uniform Compiling of Locomotive Performance
8. Best Method and Practice of Setting Locomotive
Flues.
The committee on resolutions reported graceful
words of tribute to Senator Reyburn, Rev. George
Royal, the entertainment committees, the officers of
the association and the Northwestern Railroader.
The president announced as a committee on subjects
for 1S<«, Messrs. Barrett, Geo. Gibbs and William
Smith.
July, 1891
THE RAIL^VAY MASTER MECHANIC
The subject of
COMPOUND LOCOMOTIVES
was ajjain taken up. Mr. White, ot the Schenectady
Wiiik^. ilofeiuliil llie two cylinder compound against
Ui.- .1 iii( ;~!M- til, hi.- by Mr. Vauclain during the pre-
vini;-.. -. " III wenton to explain the advantages
of III lyiie and to cite some of the good
wdik a. 1111111 i-ih ii iiy it. In the ensuing discussion
Ml'sm-s. .-^luari. \ auclain, Shaw, Lauder Paxson,
Foiuey. Uarues, Blackwell, Hickey and Cromwell
particii)ated. This, as well as the previous discussion
on the same subject, will api^ear in a later issue.
THE ELECTION OK OFFICERS,
which followed, resulted in the unanimous choice of
all the outgoing incumbents, as follows:
President, John Mackenzie; first vice president,
John Hickey; second vice president, Wm. Garstang;
treasurer. O. Stewart; secretary, Angus Sinclair.
.Va expression of feeling as to place of meeting for
ne.xt year showed .Saratoga to be the favorite, with
Montreal a close second. The places receiving votes
were, Saratoga, Montreal, Cottage City, (Martha's
Vineyard,) Denver, Narragansett. Chautauqua, Pitts-
burgh, Newport, Waukesha, Boston, Niagara Falls,
New York.
With the giving of a special vote ot thanks to the
ortieert of tlie a^^oriation the c^)n\"eution adjourned.
THE MASTEE CAE BUIIDEES' ASSOCIATION.
N 3. held Jnne 9, 10, and 11, 1890.
HEPOKT OF COMMITTEE ON PRESSED STEEL
AND MALLEABLE IRON IN CAR CON-
TRUCTION.
Pkessed Steel. — Since our last report the use of pressed
steel for cardetails has continued to increase, so that there is
now about 1.5,000 tons of this material on cars in the United
States. In addition to the pieces ali'eady reported, pressed
st«el shapes are now used for post pockets, side bearings,
bolster guide bars, bolster guide blocks, stakes for gondola
cjirs, comer bunks, brake l^ams, door hoods, etc. llluslni-
tions of some of these pieces are here given— Figs. I
In order to prevent too great a diversity i ' "
pockets, it is suggested that the s
earned m suspension. The constant movement of the steel
plate under the variations of load has already produced rup-
ture in a number of such plates. For this reason, forms
where the central portion has no bearing on the bolster
( similar to Fig. B in our report of last vear), are not rtc-
ommended. For cars of UO.OOO lbs. capacitv,
center plates should beat least Ja in. thick
plate. Fig. 1. is recommended as our standard form, ■
as the bearing portion between center plates is ecu.-.
leaving the width between flanges, height over all
bolt centers to be made to suit the bolsters on which
are used. ' i >^
Pressed steel freight trucks are being gi'adually Intro I £
duced in this country, and are now in service on a num- I S
berof our niaiis. The weight is somewhat less than the 3
diamond triuk r i m ■, u ., and itis furnished at
cost. Theri.~- * I- 1,1 i;ibor in a diamo
(exclusive ui n i ■ i .1 the pressed
supplied at .> 1,1 h,. total cost of on.
steel truck .mimii:. i >; .,, \\„. strength of these tru.k-., is
gi-eater than the- luavitst diamond truck now made.
A shop near Chicago is now engaged in building steel
freight cars, and they will soon have 25 or 30
M.iLLE.iBLE iKox.— We have nothing new tc
malleable castings in car work, except to ca!
the fact that, as the majority of the M. C. B. standard coup-
lei-s are now made of this material, we should have more
information as to its .strength, and its behavior under the
severe blows to which couplers are subjected. The shape
of the arms, and the lugs (or ears) of this I'oupler, make it
a very weak form for a buffer, it should therefore be made
of a material having the gi-eatest resistance to shocks. In
preparing our report ot List year, we w
Tlie centerplale, t^g. 1, is the form which has been used
most extensively. It is preferred bv manufacturers as the
best form into which the steel can be pressed, and experi-
ence with this f..nii nn ■i"..000 cars is verv satisfactory. The
lare. r -^ most of the thrust on the plate,
and ji' 'iL-'of the center pin. The bearing
surfa. iriade as large as possible. Some
■*" •—•^ *^'i bottom portion
from manufacturci-s ii
malleable iron. The
the strength and
taken to apply oni
DU the strength of
report relating to
malleable castings should be
thin sections }S or ?g in. thick. The
1 for designing patterns for malleable castings,
"the strength of the casting depends very much
upon the design, and that the strongest portion is the out-
side surface." " The strongest form is a star shaped sec-
tion. For brackets, a number of thin ribs should be used
instead of one thick one."
A_ thin section being therefore necessary to secure su-
perior strength in malleable castings, it seemed evident that
in a casting like the .M. C. B. coupler 1 in. and 1 1,' in. thick in
hols
so that I
-^
>««ktf
uat^
^
^
^Hlg
EtGDRE.6.
average strength of thin specimens is much greater than
the thick ones. Thus the average strength of pieces ij in.
thick, up to X in. inclusive, is 3;i,300 lbs , and of the thick
1 pieces, »4' m. up to P.J in., inclusive only 28,980 Ibs.-the
thin specimens being 15 per cent, stronger than the thick
ones. But the most important fact brought out by these
TENSILE TESTS OF MALLEABLE CASTINGS.
C. B. & Q. R. R., Aurora, III., May 20, 1891.
jl
s
h
TENSILE
I'lMlT.'
..„.,
Square
Inch.
.„.,.
Per
Squ.re
I.ch.
I>4"» %"
I..52"x .20"
34,700
2
8,000
21,100
I«"x H"
1.52"i .38"
.593 20,000
33,700
2
9,000
15,200
ljl"x H"
1.53"x .5"
.76.5 25.100
32,800
2
13,000
17,000
Vi"x H"
1.53"x .64"
.979 31,400
32.100
2
19,000
19,400
2" x.78"!..^ |39,I0O
25,100
i;^
24.000
1,5,400
Vi"x %"
I.54"x .88"il.3.^5.4.V500
33,600
Hi
26,000
19,200
1" ll"
I.06"xl.02"|l. 08 33,000
30,600
1.
19,000
17,600
lV"xlV"|I.28"xl.3" 'l.6«4'4.-.,600
27,400
1
1 'j "il ;< "i 1 ..52"x 1 ..5t",2 , 31 1 , Wi.OOO
28.200
I'j
iiw ductility of malleable cast iron whether
The specimens b in. and % in. thick, had an
inly 2 per cent. In 4 in., and those 1 in. and
illy I percent, in 4 in.
IV give the tensile rcsistanic and ductility of
■' ir-iii .1, 1 .III iiar.'.l ■■■•I'll 'iM' of Other metals
'■ ' ' ■ ■ I li are subject to
I iMought iron re-
arms and lugs, we would not gel the advantage of the
.1 strength and ductUity usually attributed to malleable
1 This fact has such an important bearing upon the
. .'stion whether malleable cast iron is the most economical
material for the M. C. B. coupler, that we have made some
investigation of the strength of malleable castings of vari-
ous thicknesses, from V in. up to V,.: in., increasing bv
eighths, and we present the results below. The samples
were obtained from the National Malleable Casting Com-
pany, Chicago, and were tested at the C, B. & Q. labora-
ton.- at Aurora. Wo believe the results here given are the I
first published tests of the strength of malleable c;ist iron.
While the results do not show any regular reduction of
strength with increased thickness, yet it is plain that the I
IIATIVE TENSILE I
strength Perc
WiLLU.M FOICSYTII,
JOUX M.VCKKXZIE,
E. D. BllONNEII,
Committee.
THE RAILM^'AY MASTER MECHANIC.
REPORT OF THE EXECUTIVE COMAOTTEE ON
THE MAINTENAN'CE OF THE STANDARDS
OF THE ASSOCIATION FOR COUP-
LERS OF THE M. C. B. T-iTE.
ecutive committee ascertain ^vhether the M. C. B. type of
coupler, now being furnished by the various manufacturers,
conforms to the standards of the association ; that they
submit a plan for the guidance of the association in the
maintenance of those standards, and that the executive
committee be empowered to issue gauges, templets or
special instructions for maintaining these standards prior
to the next convention, if they find i
In pursuance of these instructions the execut
mittee appointed a sub-committee from among its
able to do so.'
_ ng of Messrs. Chamberlain. Ban- and Grieves,
to take up the details and ascertain whether the couplers
now being furnished by the various manufacturers con-
foi-m to the standards of the association, and to propose a
plan for the guidance of the association in the maintenance
of these standards. This sub-committee performed its
duties and reported to the executive committee on May T,
1891, after having made reports of progress at each meeting
of the executive committee held prior to that date.
The executive committee submits below the report of its
sub-committee, as the report of the executive committee,
as follows :
To the executive committee of the M. C. B. Association:
Your special committee appointed to ascertain whether
the M. C. B. type of coupler, now being furnished by the
several manufacturei-s, conforms to the standard of the
association, and to submit a plan for the guidance of the
association in the maintenance of these standards, would
respectfully submit the following report and drawings :
On October 1, 1890, the duties of your committee were
made known to the several manufacturers of vertical plane
couplers, by circular letter and publii
papers, and i '
chairman of me commiiwje ai . _
coupler and drawings of same. In response to this request
the committee received the following :
Janney coupler and blue prints, from McConway & Tor-
quested
I Pa. (Fig
prints, from Gould Coupler
ley, Pittsburgh,
Ciould couplei
Buffalo, N. Y. (Fig. 2.
DOwhng improved coupler and blue
Standard Car Coupling Co., Troy, N. Y.
Van Dorston coupler and blue prints, from A. W. Van
Dorston, Washington, D. C. (Fig. 4.)
Kling coupler, from Kling Automatic Coupler Co., Louis-
ville, Ky. (Fig. 5).
Automaticof California (Fox patent), coupler and blue
prints, from the Automatic Car Coupling Co., Chicago, 111.
(Fig. 6.)
Paragon coupler and blue prints, from the Paragon
Coupling Co., Newark, O. (Fig. 7.)
Robert-Eastwick coupler and blue prints, from Freder
Robert, New York. (Fig. 8.)
The Buckeye coupler and blue prints, from the Timms
Automatic Car Coupler Co., Columbus, O. (Fig. 9.)
Trojan coupler and tracing of lines, from Burden, Ren-
shaw & Co., Troy, N. Y. (Fig. 10.)
Thurmond coupler and dramng, from Thurmond Car
Coupling Co., New York. (Fig. 110
Stilger & Strosler coupler and drawings, from Stilger &
Strosler Automatic Coupling Co., Louisville, Ky. (Fig. 13.)
SmiUie coupler, from the Smillie Coupler Co., Newark,
N. J. (Fig. 13.)
Mather coupler, from A. C. Mather, New York. (Fig. 14.)
Hinson coupler and blue prints, from Hinson Car Couplei
Co., Chicago, ni. (Fig. 15.)
Union coupler, from Union Coupler Co., Philadelphia.
Pa. (Fig. 16.)
Barnes Coupler, from Lucien Barnes, Syracuse, N. Y
(Fig. 17.)
Gluck Coupler, from James F. Gluck, Buffalo, N. Y
(Fig. 18.)
Your committee also received the following, upon which
they were unable to take action, on account of sample coup-
lers not being furnished : A communication describing a
vertical plane coupler not yet completed, from Roberts
Hardware Co., Denver, Col. ; a communication describing
vertical plane coupler and rough sketch from C. C. Lane,
New York ; a communication relating to Chicago coupler
from C. A. Schroyer, Chicago, lU. ; a communication de-
scribing vertical plane coupler from G. R. Hoffman, Phila-
delphia, Pa. ; a communication from Beals Railway Brake
Co., New York; a copy of report in Railway Register
from St. Louis Car Coup'ler Co., St. Louis, Mb. ; a com-
munication and patent papers from Damon D. Shaw, Big
Bend, Kan.
The results of examination of couplers .submitted are set
forth in cuts herewith, in whi( i, i _- 1 ' i- -li"w the con-
tour lines of the various coup' ili t.rmincd
by casts taken from the samii: liinittcc. In
thesecuts the standard cont'.,; :i..ii in lln-
annual report of the M. C. B. .i-- ' I -'«i air shown
in dotted lines. Fig. 19 shows M olhcr measurements
taken from the couplers submitt«d,in tabular form as illus-
trated, in which tabulated form the standard measurements
as prescribed by the association are given for comparison.
For obvious reasons your committee would recommend
that a maximum and minimum limit be established for the
several parts of rough coupler castings. The
production of templets and gauges combining
W. Gkietes,
Baku,
Sub-Committee.
tain whether couplers fumishnl
tlHU,
,. :ir
.iOU
adopted as the standard limits ,
1
■.
\ r
E. CllAMHEU
S, I,KN
.T. N. Bahk,
K.
3LACK
E. W. Grieves, J
W
>Urdes,
G. W. Demauest,
Executi
eCon
m.t
d deliberation before going i
Such a radical change in the method of heating passcDgcr
' implied in the substitution of st€am for fire is
one of such vast importance, both as to safety, comfort and
economy, that prudence requires us to move w-ith great cau-
■ ' ■ 'ul and useless
-= ■ ;th inferior
ment. Fortunately this subji'cT " ' '"'
with mystery, but "its prinripl.^
of us, and this being the fact, it
it requires time to select and cor
but experience has taught this orgauiiutiou (at least the
older members), that much labor and much experiment has
been necessary to produce acceptable de^^ces for the vari-
ous functions of car ser\nce. As steam heat has
and will nor "down at our bidding." but rather is
pushed forward by public sentiment, and the strong hand
of law, it behooves this bodv of men to create and combine
such devices as will ensure Wh safetv and economy in ear
heating. Although economy is secondarj-, it need not be
ignored; but knowing that the mechanic '" " "-■- -^-' — " '--
deal
heating cars by steam has been accomplished as follows
1 fraught
I -li and all
jiianythat
of device;
tickler" for
THE RAIJ^WAY MASTER MECHANIC.
1. 'What is tenned aud known as "direct steam," that is,
steam passing direct fi-om the train pipe through pipes ar-
ranged similar to the Baker heater pipes with which you
are all familiar, the condensation passing off through a
trap, or waste cock, located under the car. While this is
undoubtedly the cheapest method of heating cars by steam,
we found it very unsatisfactory to the passengers, there
being either too much or too little heat ; it is very difficult
to regulate,and does much damage at times in actually burn-
ing shoes, traveling bags, etc. This system ivill doubtless
be extensively used on account of being so cheap and easy
of application, but we do not consider it well adapted to
heating parlor or sleeping cars.
2. By the McElroy system (catalogue and full description
furnished bv the Consolidated Car Heating Co., Albany.
N. Y.,) in connection with the Baker or similar heaters,
leaving the heater intact, so that it could be used with tire
as originally designed, but using an attachment whereby
the water in Baker heater pipes is warmed and circulated
bv an injection of steam into the water, the increase of
water passing off through a trap or cock. This system has
been applied to many cars and run with considerable
one outside of the car and one inside, the condensation being
carried out through a trap, the Baker heater being intact at
all times to use Are. Full description and details of device
^vill be furnished bv the Safetv Car Heating & Lighting
Co., No. 160 Broadway, New York.
4. A device has been used in connection with the Baker
heater, which consists of two small cylinders filled
with copper tubes, enclosed in a strong wrought iron case,
the steam passing around the copper tubes through which
the water passes and is heated. One of these cylindere is
placed in the stove room into which steam is carried. After
passing through this cylinder the steam goes through a *4
in. pipe to the other cylinder, which is placed in the oppo-
site end of the car. All cylinders and cross-over pipes are
kept inside of the car and" above the top of the sills, leaving
no pipes outside or under the car for loss of heat by out-
side radiation, except the train or service pipe, and four or
five feet of steam pipe. In conveying the live steam from
the stove room to the small cylinder in opposite end of car,
the steam pipes are covered with' asbestos and encased in
another pipe for perfect safety from live steam and to pre-
vent too much radiation. A smaU drip cock is used to carry
off condensed steam. For full description apply to the Le-
land Heater Co., No. '.» ,lohn street. New York.
From past experience the committee would recommend
that the following general principles should be obscTed :
1. That all pipe as far as possible should be located inside
the car.
3. That a uniform location should be adopted for the ends
of the pipe between cars.
3. That a standard pipe union or corresponding device
should be adopted for connecting the rubber hose with the
retained.
J. N. Barr,
. for heating cars independently should be
W. H. Lewis,
J. W. Mardex.
I for brake shoes had made under what
was t«nned shop or laboratory tests, the opiaion was ex-
pressed that these shop tests should be confirmed by a
series of road tests. Further investigations have con\inced
your committee that accurate conclusions from the shop
tests would not be warranted without the road tests. Un-
fortunately, however, these road tests cannot be carried to
a successful and conclusive finish \vithout the expenditure
of considerable time aud monev- Apparatus will be re-
quired for accurately weighing the wear of not only the
shoes but the raoimt«d wheels, an expert force of assistants
would be required to make observations during the tests
and work up the conclusions: in short, the tests would nec-
essarily be of a somewhat similar character to that of the
Burlington brake tests. While it is true one or two of the
western lines last year offered your committee facilities for
carrying out the tests, we have not felt justified in asking
for its renewal this year.
As the expense connected with a series of road tests, such
as the subject under consideration would call for, cannot
ver>' well be provided for except by some action of the
managers of the lines represented in the association, it is
with regret that ;^our committee feel that they cannot com-
plete their investigations and are obliged to 'ask to be dis-
charged. G. W. Rhodes,
B. K. Vekbrk K,
E. B. Wall,
Ml-. Rhodes supplemented this repoi-t as follows :
It will doubtless appc;ir to most of you that something
more might have been said on so important a subject as
" best material for brake shoes," and as chairman, I sup-
pose I must take the burden of responsibility for the
further :
into the full details of the
ed to our failure to present
it is covered by the three
can, however, give in an informal way some of the indica-
tions that our shop or laboratory investigations point to,
and perhaps by so doing the railroads we represent '" '
warranted in e'ncouraging and contributing
vcstigation on the subject.
We hardly know how to express our disappointment at
not being able to make road tests. The investigations in
our laboratory, however, have been quite extensive, as
some of you are iware, and we might present to you many
figures and diagrams, but at best such information can only
be speculative and would convetr no idea of the length of a
stop that a train would make at a given speed mth shoes of
different metals, the wear of the wheel or the wear of the
shoe. If you will allow me to digress a little I will even go
so far as to sav that such information will be listened to as
y2s
no
0
r/M£ or /fUN /N MINUTES
123^56789/
1
/lO
105
95
90
B5
80
15
70
6S
""■■
.-_
:-r--.
55
.«5
\
r/G. / WROUGHT IRON SHOE .
TJME OF RUN /N MINUTES
5 6 7 6 9 10
'■'■4
1/5
'/o%
\ 100
0 95
■\
^ S5
><. 70
65
i
■
>~i
ne 2 sorr cast iron shoe
n-"
TIME or RUN
12 3 4
S
MINUTES
S 7 8
9 /
""1
95
90
65
\
^■,
75
70
65
V
--...
''r''r
nK
r/G. 3. MEDIUM CAST IRON SHOE
0
TIME OF RUN IN MINUTES
12 3 4 5 6 7 8
9 1
y
■^^
,,__
..'-'
!i_^
^
>
-y
FIG 4- HARD CAST IRON SHOE
TIME OF RUN IN MINUTES
"^
*--
GROOVED
FIG. 5 SOFT CAST IRON SHOE
IZ5
TIMS OF RUN IN MINUTES
0123456769 It
1/5
110
/OS
^ 100
b B5
^ %°5
"^ 70
65
60
55
50
-
^^
^
.-
-y
— ^
^
>
FIG. 6. MALLEABLE IRON SHOE
heedlessly i
s is the escaping steam from the pop valves of
throughout the country on many lines to-day.
In the consideration of this brake shoe question road
tests verif3ang the shop tests are necessary not only before
we can place any dependence on what the shop tests ap-
parently indicate, but before we can thoroughly appreciate
their real significance.
We have here some tables aud diagrams worked out in
our laboratory by our engineer of tests, in connection with
some committee work for the C, B- ,S: (,>. Master Mechan-
ics'Association. The deductions are taken from a minia-
ture brake shoe four inches long Ijy one inch wide, placed
on a chilled cast iron wheel 11' . inches diameter, which was
applied to a Thurston oil testing machine. The load on the
shoe was 100 pounds per square inch. Suitable connections
for weighing the load, and the tangential pull of the shoe or
friction were also provided for. The time of each run was
ten minutes. Observations were recorded each minute. A
photograph of the apparatus has appeared in several of the
technical papers with a full description. We present the
results from six different shoes.
On one sheet we have classified the different metals in
their order of wear. The shoe showing the least wear is
numbered I, and that showing the greatest is numbered 6.
On sheet 3 in like manner the shoes are classified in their
order of superiority as regai-ds friction, which, of course,
must be regarded as the most important factor in this
question.
These tests were as foUows :
Sheet 1— Wear of shoe ; (li Hard cast iron ; (2) Malleable
iron: (3) Wrought iron; (4) Medium cast iron; (5) Soft
cast iron (grooved;) (li) Soft cast iron.
Sheets— Friction.— (1) Wi'oiight iron ; (3) Soft cast iron ;
(3) Medium cast iron; (4) Hard cast iron; (5) Soft cast iron
(grooved;) (6) Malleable iron.
Our experiments, you should understand, were not con
fined to the six shoes but for obvious reasons we have
thought it best to confine our remarks to them.
Similar tests were made with a number of different shoes
against a llj^ steel tired wheel, but with, in most cases,
quite different friction and wearing result. In fact, of late^
the wearing effect of ( * '
metals against steel tu
that we find several forms of shoes t
appropriately known as tire dressers.
While recognizing the caution that should be used in
drawing inferences from such few and incomplete tests, we
would say that from the different metals the indications
are that they produce little wear on chilled surfaces, some
not any. It is likely that repeated tests would show wear,
especially with plain wrought ii-on. Our laboratory tests,
however', showed no chill wear. In the selection of shoes
then, for chilled wheels, the chief |
appear to be:
1 . The friction produced 1
3. The wear of the shoe.
3. The cost of the shoe.
The same three elements would also enter into the con-
sideration of this subject, when used against a steel tired
wheel with the addition of the wear of the tire by its con-
tact with some of the forms of shoe.
In conclusion, we hope now that you have before you an
outlined consideration of this brake shoe question, so that
those railroads, which through their representatives, still
feel an interest in the topic, and desire further information,
will procure some of the different shoes now
in order that they may make the practical s
which we feel this paper is so sadly deficient
the market,
to be considered
I the market
Railway Patents Expiring in June, 1891.
\V. King, 1.51,!
Railway switch, C. 11. \VI.;Il. i:,j„>0.
On the Chicago Belt road, wheu-e engines are run a
L'reat deal with tender ahead, much trouble from de-
railing on curves has been e.xperienced. This has
been successfully obviated by using Ross brake shoes
on the tenders, which keep the tires dressed In such
shape that derailments on curves, due to imperfect
cndtr wheels, are a thing of the past.
TKE RAIL^VAY MASTER MECHANIC.
Eeiorts Read at the Iwenty-Fcuilh Annual Conventioi
Held at Cape May, N. J.. Jnne 16. 17 and 18. 1891.
We Kivc this month the reports of the fommittees
on Tostiiii^ Lahoi'utoi'tes for Railways and on Locomo-
tives for Heavy Fast Passenger and Freight Service.
Tlie remainder of the reports, viz.: On the Purifica-
tion or Softening of Feed Water, on tlie I'^-xamination
of i:n(jineors and Firemen, on Operating Locomotives
with Ditl'oi-cnt Crews, on Standards of the Associa-
lion.s. and on Air Brake Standards and Inspection and
( are of the Air Brake, will Ije ptiblished in subse-
iiuent ntnubers. The committee on I'llcctric Appli-
ances for Railroad Use reported that-they were unable
in the present lack of practice in this Held toformii
late a report. No formal report was made by the
Position of Fire-Boxes.
TESTTNG LABOR.\TOT?IER FOR RAILWAYS.
Yourcomiiiiti, . i.-r. '; , -ilimit the following report
on the orj^aui. ii ,,r testinK laboratoi ios for
railway use, I I . . i haiiical officers in railways
who have nut I',,: ^- : . i , r relief from the incessant
calls upon thi-iv till i ri,i,^' upon and dcvidiiiEr t|ues-
tions of a purely wiv-ntiti.- nature, or thus, m i-j^ ,[
the unfamiliar details of the industries un.in
In addition tu the time consumed, the mentuNi 1 ,
by the uncertainty of the completness and .j. . ..i . .
information obtained, leads to results whic
No<
od wi
fact that the l
been slow. 'I
department <
reli.
fouducting the business operations
It can devote sufficient time to the
vledge in the engineering profession
Position to fully utilize its benefits.
1 ..en sought iii the establishment of
Ml.' a scientific and trained practical
tic treatment of a mechanical sub-
;tM(T conduction of such a depart-
friim the reports
detaUs. il.
He should 1
partment i
I proble
uiist bu .iblc 1.. pUni ]iicili..'as of testing and
r. and sec that they arc properly caiTied out.
I be looked upon as an adjunct of any one de-
1 the road, hut all should draw upon him al ke
( falling in his province. It -will be seen, then,
that there is no slight danger in picking out a .suitable
head, and that an incompetent or narrow man will act as a
hindrance to economical operation.
Mention has been made of the two divisions of the work
to be trcatwl, the chemical and the physical; their relations
to one another are in certain investiga'tions intimate, and for
this reason results in both must be combined for full un-
derstanding of the subject, in others one branch of the de-
partment may pursue the investigation independently. In
establishing the groundwork for a department it is fre-
quently advisable to take up one division fii-st, both to
obtain the quickest return for the outlay and to train the
head for the broad field. WTiich division can be the most
pi:t)fitably started firet will depend somewhat upon the loca-
tion and resources of the road; in some sections of the
country probably the ch.^mi.-ni win pr.i.1.i.-.» the better re-
sults on account of the 1..-.'. .'~" i ■■ p n.t and its opera-
tion and the immediately , 1 1 ' 1 I he conclusions
arrired at, as, for instan. i , , ..f the character
of locomotive water supii:. 1 - p: - . -...'.-tion requires
a longer time to reach a iu.: ...i.ijt .ji ._ a;.. leiicy and a larger
working force, and although its ficl.l is mnch more exten-
sive than the chemical, the good results cannot always be
immediately figured in dollars and cents.
METHODS A>-D ISTESTI0ATI0X3.
Your committee believe thit much valuable time h.as been
frittered away at times in testing laboratories by the prac-
tice of taking up work, which would, of nccessitV, not give
satisfactory practical results, or which, when obtained, are
insignificant in value to that of the time wasted in arriving
at them. Prof. Thurston, in speaking on the subject. h:is
well expressed this idea in saying: "A vague desire to know
more of any given subject is by no means sufficient to justify
entering upon a work which may be found to be indefinite in
its extent and infinite in its ramifications."
A list of the subjects whicli can, in our opinion, be profit-
ably undertaken, and which will produce results of practical
value, embracb: First, routine, phvsical and chemical work,
such as are indicated in appendix, of testing shipments of
material kept in stock regularlv and brought under definite
requirements; Second, special work, such as tests of the
efficiency of machines, fuels, improvements in mechanical
construction and patented devices (whether conducted on
the road in actual trial or in laboratory), trials of water
purification, tie preservation methods and others.
In the field of "speci.al work" are embraced those sub-
jects which admit of professional opinion without actu.%1 ex-
periment, and for such the experts connected with the de-
partment draw upon their knowledge of the engineering
practice of the day. In order to be in a position to supply
such advice the head of the deportment must be a hard
student of engineering literature, have a libr.irv. and. if
possible, some regular hours of leisure to consult'it. This
standard specifications for material bought, i-egularly and
in quantity. It is a matter requiring the greatest delicacy
and knowledge of all conditions in the use as well as the
manufacture and market from which the supplies are
A specification, as applied to "materials," may be de-
fined as a concise statement of certain peculiar qualities
which make such ni;itcri;il safe and valuable for certain
uses. ,\ det.-rminatinn .>f these qualities is the result of
pmloT.'j.'.l ..)>.;.-.-\-;.t;..n in its practical behavior, and sludv ..f
it..i 1,111:1- ., 1,1 ih, iMuscs therfore. But it is obvious iPai
ser\ .. I ' alwiiys be employed to detenmu.'
wli.'i ■, lit for use, as wem'ust know this f;.. I
bet..!. .-ii_ I \\ .. 111. 'rrf.-.rc. strive to ascertain by. jui.li
tests for direct. Ins...; , - - , j. ,
we may really fail to 1.1' i,.-, :, i
I'll It., -^.liiure inch, and an
-■ I 1 ..lit , w ith the additional
.iiiii.ii I -11,11, I'll ^^ 1 11 11 L'.-..-.d thread and have its
iivL li.iu. ..ui.a..i:i..u. a guud quality of well-
niuek Ijar iron wiU fill these conditions, and so will
■ grades of " mild steel ;" but the latter material will
ul inquiry and considerable experience, the cost
ery slightly increased, but not to an appreciable
or to that which at first iiiifjht be expected.
Among thetondcnci. s t..wai-ds Inwerine the cost I
Ma
tions, defini
terial will 1,
therefore, t
this respect
to filling e.i
. moetspccinca
ity of their ma
and they do not.
bility is
shifted to
increased
improved
1 establishing a perfectly reliable standard of qualitv
• magnitude of this tendency will, of course, varv witl
inv:irds increasing cost
roads and (
separately. It will be cm
quality is necessary for s:,
ment establishes only tln^
of safety to life and'pn.p..
this way fr.
obtained i
the conditions speeiri.'.l.
Ill .-Xpert would not fail to predict superior practical results
■ 1 in the steel. In point of fact we know that so far st.. i
tins proved a complete and absolute failure for st;iy-i-...lt
purposes. It is, therefore, manifest that our specificaliuns ,
are likewise a failure, unless limited to call for iron: We
have neglected some important practical feature, some
qualitv possessed by iron and not developed yet in steel.
Now, the above is not to be taken to imply that a steel will
not ultimately be found suitable for sta.v-bolt purposes, ,,r '
that when found, a specification cannot be framed t.. ..n
pletcly identify it and to exclude unsuitable gi-ad.^
simply to show that we have not completely dcscrib..:
essential qualities of a stay-bolt material in 'the few elans.
.-.f our specification ; the term " iron " alone embraces a ...si
..f pecul ar quahties, some useful and some not, and we are
il.infftoo much for granted in assuming without investiga- |
s.ti that a new material possesses the unnamed essential
(iii'lierties in the requisite degree.
Another case in point might be cited where the depth and
t.if.irmityof "chiU" on acar wheel are taken as indica-
, e of its wearing quali'y; experience has shown that
■ .i 1 . ite iron" may frequently vary as much in hardness as
t....l steel di-awn to different tempers, and its wearing
v.ilue in proportion.
Your ( ommittee are convinced that only b.y full recogni-
tion of the limitation of our knowledge of the beharior in
use of structural materials can seriously erroneous con-
the facts developed by the best engineering practice
the day; they wish to especially emphasize the important
distinction, outlined above, that his tests for quality are
usually indirect ones designed to predict the service from a
material without actually subjecting it to a sei-vice test.
In general, then, the first aim in framing specifications
should be to obtain completely the requisite standard for
quality, neither more nor less, and in so doing to encroach
buy in. inese tests tor estaoiisningquauty may be drawn
from various sources, and should where possible be from
actual service. Having found the qualities of importance
from a service point of view, these must be brought out by
laboratory tests of such a nature that they can be duphca-
ted under exact conditions each time, and be quick, handy,
and cheap.
A careful study of the method of manufacture of the ma-
terial will often suggest some simple test for checking the
adherence to the best methods. After establishing the re-
quirements thought necessary the views of the
purchasing agent and the leading manufacturers
should be obtained as to their practicability and influence
upon market supply.
A standard specification should in no sense be considered
final, but must be subject Vrt alteration from time to time
as the market supply varies and as service reveals weak
In receiving materials bought ui '. t ^p.. it.. Pi, .us sam-
ples must be taken representing a .- ' i.,i-eent-
age of shipment, and acceptance ti ■ . havior
of sample under test. This percen' i_ uvwith
the nature of the material and a c.iTi-ip ■ Pi..:, ,.t tp. . iiances
of error introduced.
In buying under specifications, the puirhiusing agent
should maintain a close consulting relation with the testing
department as to the uniformity and reliabilitv of the ma-
terial from different maiilifacturers. The head of such a
department keeping a close watch of the behavior of the
material under test and under all conditions of manufact-
ure and use, snould be able to draw valuable generalized
conclusions to be obtained in no other way. From this, it
will beseen, that the relations between the purchasing and
sideration. Another of the ben.
ferred upon the railway world li\
in^ laboratories, is that through
bceome better acquainted with tli. i . , i . .. . ■• ,.i railway
pra.ti.e and have been brought to nui.lifv their methods to
> I ..111- n-quirements and that with the' least increase of
...st ...risisteutwith the requisite quality. A close watch
tr.. Ill year to year upon the variations in the character of
niat.nal received through a testii
vincing testimony to the truth of t
. branches before i
t. who
lie, but
ng departments should be close and cordial, each i
izing in the other the labor-saving advantages of
work and pulling together for the benefit of the road.
As to the attitude'of manufacturers towards the depart-
ment, our inquiries among a considerable number of the
larger and better class, many of whom themselves pui-suc
systematic methods of testing, lead us to believe that they
are very much in faror of such railway departments pro-
perly conducted; one rc.T-son being th'e protection given
them against unprincipled dealers bv putting all upon a
level.
As to the very important question, whether such a de-
artment increases the stock of supplies to railwavs, opin-
ons differ somewhat. Your committ«e believe, after care-
committee decided not to submit drawings of plans for a
laboratory, as such draivings could only be based on an
ideal case which might be found imnee'essarily expensive
formany. In many railn.a.l sli..|.sa ^'.lod building, par-
tially used for other puip..^.- :- ,it li.i .1 and may be m;ide
readily available, the r.-.p.i-it. ^ ...liiu- -nffleient "room and
physic
wat«r and gas f. .i
It, \
, sical laboratorv.
the best but not absolutelv
A moderately costly pla
laboratory,
.mmg hoods for ' fume
baths, sinks and work b.n. h.s. tli
would embody
ft. area,
iliorating
general,
ball
sq. ft., with fiT'e^proof tl ■ ami I1.....I : a l.alaii.-.' roiini 1
Office of 300 sq.ft., a ph. .p. ill. tli,' ,ii„l |.l,..t,,'.| ..phie d:
roomof loOsq. ft., and a sP.r.. r...,ni ..f liiii-.i it :..ran
space in aU of 1,100 sq. ft., say, ■-■Jx.W ft.
The cost of such a laboratory, exclusive of building ;
partitions, will be as follows :
Apparatus— weighing balance, glass and platinum wan-.
Total .
I photographic apparatus be added 150
Total for fitting up and e^iiippfnglBltoratorj-,
chines, and a
ower vertical tensile
length : a screw
of .iO.iKKI lbs. ca
heavy parts of i
suits under conditions comparable with tliose of practice,
or even results under ccitain ideal conditions, if these re-
sults could be ahvays duplicated by dilTercnt obscrvei-s al
THE FIAILV/AY MASTER MECHANIC.
diffei-ent times; j-our committee know no machine on the
market which properly fulfills these conditions. For the
miscellaneous outfit is needed ? set of U. S. standard male
and female gauges, both sci-ew flnd blank, up to 2 in. di;une-
ter, and a set of slay bolt t-ip r.iuges: a Vernier micro-
metei" gauge for taking sections and a set of scales and ma-
chinists' tools. For special work of an experimental char-
acter, a varied equipment would be needed, suited to the
circumstances', this equipment would embody a steam en-
gine indicator and rigging, apparatus for boiler tests, dy-
when needed. The cost of apparatus'for a physical labora-
tory would be according to the above list :
200,0001b. tensile raftrliine $3,350
50.000 lb. fnsile machine "50
«l.000lb. springtester V20
Axe <imp tester. 2-tO
w^"^ "?'':,''" -?;'r'"::;:;;:::::;::::::::;:::;:::;:;::::;;; m
.^UOKATOKIES (
TABLE A.
st. p. hailway.
Physical.
Wire-Barbed Fence..
Turnbuckles
Taps, dies and reame
Cost of tests.
b',!l91 tubes.
20,.'»"t spring.
ttic. perlOOkeg«.
Ifk'. perlOO "
8c. per 100 reels.
llUo.perlOO "
Tulal »-l.«-Vi
In addition to the equipment and room above pro\ided
for, the superintendent of the department should have an
office, which, besides the usual fittings, should contain a
cabinet for storing specimens of various materials and parts
of machines, which have shown abnormal results in prac-
tice or defects in structure; also a good working library of
scientific and technical books and periodicals.
In conclusion, your committee desire to say that they have
felt unable in the limits of this report to set forth the scope
of the subject as completely as llicy desired. Feeling, as they
i, the great money and labor saviiii: ii-issiliiUlies of test-
ed them beyond a peiTuissi-
ided only in arousing inter-
to examine into its practical
such departments, they feel
^sed a usefxxl result.
George Gibbs,
DAvro L. Barnes,
Committee.
APPESBIX.
Under this head your committee have grouped extracts
from letters received from he;ids of the mechanical departs
ments of railways having testing laboratories, manufactur-
ers of railway material and others. No general circular
letter was sent out, but information was requested from
those who had experience, or who had come into contact
»vith testing work. Interesting letters of reply were re-
ceived in this wa.v from the mechanical departments of
several foreign railways, for which your committee wish to
express their obligations. The replies received from Eng-
lish railways show that the lancashire & Yorkshire, the
London & Northwestern and the Midland railways have
established extensive testing laboratories and the mechan-
ical ofHcers speak in high terms of their usefulness.
G. W. Rhodes, Supt. M. P., C, B. & Q. Railway Com-
Our experience of the effect of laboratories on the price
and market of railroad supplies is, that it diminishes the
cost to the railway companv of its material and enables
them to take advantage of a comprehensive and intelligent
selection of goods mthout regard to the price or the repu-
tation of the manufacturers. We have reduced the price
of our steel boiler plate very materially by means of the
laboratory, and the quality of our oils, fats and paints also
has much improved. In conclusion, we regard a laboratory
as a very necessary adjunct to any large rail-
road. It is also desirable to have a certain num-
ber of special men employed; these men may
not always be actively employed, but it is
just as necessary to have them as it is to have a wreck
master and his outfit. Men of this type are employed in
railroad service and there is no more useful place for them
to carry on their particular line of work and investigation
than the laboratory. We would recommend that the extra
men that are usually carried in the engineering depa;
the transportation department and eLsewhere, be
in the laboratoi-y, to be drawn from there when their
vices are required in other branches of the service.
J. N. Barr, Supt. M. P., C. M. & St. P. RaUway Co. :
I am decidedly of the opinion that the testing laboratory
placed
boraton' '
I take till;
railroad ii
1 th:it the effect <
far
xpect still more
a well-conducted
e of railroad
i opinion that
Total number oC aaalyses
* pigs. '
1890, 5S9, representir
veal's on account of the material received for iu-\'
building cars and locomotives. The material tesit
year does not accurately represeut that used ili
period for the reason that the amount of stock
may happen to vary at the beginning or close of 1
year.
rh a better
lis and the
the facts we have noted, that
ter material with less trouble year by
larity is due to several causes, the
change in the market from
and the rcceii.t of UKiteriiil
are not ful!> •!,■.. i -an; v. i
iceiving bet-
This iiTegu-
re being the
cvliich the supplies are drawn,
from new manufacturers who
I our requirements.
given the approximate
In the 1,1- • •
terial reprr-, i \'\
case includ^.^ i.tboi ;ii iiuiu^ up specimens when such is re-
quired. In tho clicniical work, no figures for cost have
been given, as the co:
times, depending upon the distriljution and
in hand. In chemical, unlike physical work,
carry on .several analvs.-* .iimnliaiiooii'ilv T
of material on thi-s r,.; hi ^, ,iii,,l .n ,,)[,,-'
own shops. This i.
the one pursued by ^
plan, however, mighl L», , I.- . .■ -
ated nearer the center of su|. [I
which would Saturally'mak.- Ill, i ,■
more defective material. Tli- ,_i ,;,
of testingat the railway storehij.,^, ii.i' .■ .
inconvenienced by the deUu iu gcttiii)} rojc
L. S. Randolph, engineer of tests, Baltii
Railroad :
The following tables (B & C), furnished by Mr. Ran-
dolph, of the Baltimore & Ohio Railroad, are of further
interest in connection with those given above for work donr
ontheC., M. &St. P. Ry.
Professor J. B. Johnson, of Washington University, St .
Louis:
ruilo nature are rarriod out under fixed instructions by half
educated employes,
N. K. Fairbanks & Co. say in reply to a question as to
the effect of a well-conducted laboratory on the price and
REPORT OF 1
& Ohio
No of
made"^
No ofele-
Sprin-strcl
^*ii;irii^'^;':;;;;:;::;;r^
Testsofoil
E
14
i
da,
1
market c
■ luestion must be an-
i.st to which the ma-
ll.1 not theoretical. It
HIS must not idealize
:i-t. We believe that
railroad companies are
TABLE B,
DuniXO FI.?CAL TEAR 1889-90.
MATERlAt.S.
Wheels. IS! Inches..
il< Pins, Parallel Rods, etc..
, and R, E,, Philadelphia & Read-
B. Paxsoii, .Suii
ng Railroad Co :
is a rule, we have noticed but little effect on
: prices of railroad material, the fairness of
: specifications and competition preventing an advance.
provement in the quality of the material obtained. There
has been an undoubted improvement in the service given
by those materials which are now bought on specifications
and uniformly tested.
George Gibbs, M. E., C, M. & St. P. Ry. Co. :
The accompanying table (A) gives an interesting summary
of the amount of routine work handled for three years in the
laboratory of the C, M, &St. P. Ky,, but does not include a
large number of special tests made in both laboratories,
nor a list of the experimental investigations being con-
stantly carried on. The work handled during the present
year (1891), wiU show a large increase over that of previous
Stay Riilt Iron,.,.
Splice ilurs
Tire Steel
Wrought Iron, Merchant B.ir
accepted without test a
3.856
807.yi2 lbs
3,023
Accepted. Rejected
OO.IH'J
6,11m!31:i
EXPERIMESTAI, TESTS,
MATERIAL.
No. test.s.
HemarkB.
5
Axle, broken engine truck
coutiui^ir links ,v.',v.v.'.v.';.v.v.v;;;.'. .■.'.■.','.■.',■,■.■.■.■.■.■,■.■."■.■,■.■..■,■.■,■,','.',.■.■.■.■." ^v: ::;::::.::::;; :i ::::::; :
Cast Iron
Exploded boiler.
Clare, Baltimore, Mi),, October 9, 1S90.
THE RAILWAY MASTER MECHANIC.
meet the standard. Of course, higher prices vrill be
charged, but the goods will be worth more. Competition
between manufacturers will keep prices within proper
bounds and the tests conducted by the railroads will show
whether they can pay the advanced prices for better goods
or not.
Pencoyd Iron Works, Philadelphia, Pa. :
We believe the greatest benefit to be derived by the
establishment of proper tests and inspection bv railroad
companies of all classes of material, which we believe to
prevent improper competition and ensure to the purchaser a
much better quality of article without any increase what-
ever in the cost of same. We also believe a thorough in-
spei-tion and test by the purchaser to bo a great safeguard
to the manufacturi-r desiring to place upon the market a
thoroughly reliable product.
Schoenberger & Co., Pittsburgh, Pa. :
We feel certain that the establishment of tests bv rail-
1 will be of !
structural mator
ingfunv
be slight
Foruiir
steel to t
■ to thecunsL-i
ItEl'OET ON LOCOMOTIVES FOR HEAVY FAST
FREIGHT AND
Si:i;VICE.
Your committee on till' ..i ten-wheel \s.
mogul engines for fast fn : , , service would
respectfully report that w - ; 'iisideration of
the eight-wheel engine. iTi.,~:r ,. i ,i. i,,. Ii-iussion on this
point was called for. With an ls.\J4 in. cylinder the ivl.i-
tion of weight, power and size of wheel was pre-emiii.ni
correct in a properly proportioned eight-wheel engine u
all service not demanding more power than can be obtaiiM u
with that type. We never heard it disputed that ihL ,
met all requirements of safety, etc., fully as well as it could
be done.
We took it for granted that the discussion would be en-
tirely as to the comparative values of the ten-wheel and
mogul typo when circumstances made it desirable to iu-
; beyond the eight-wheel engine.
At I
7,0«JO pounds
stood that th
large enough
gines for ordiiiarj. ^i i .
weight enough caij be pla
the |)Ower, then it resolv
I the eigh
idin^ line, which for the service
inntils the value of the mogul,
ween an IS-iuch engine and a
dl proportion to the increased
. obtained by decreasing the size
iirable for the service named.
e weight will be obtained on
c4n be utilized with a BO-inch
weisfht on each truck wheel, say
! s ()ui). Of course it is under-
■ : 1 1 ' s the use of a wheel
:>"ut excessive wear as a
liuportioning freight
itself into
own obser-
or iUself, although in our opinion with the actual wheel base
the same the mogul is practically a shorter base, as, with
the swinging of pony to one side, the guiding point is car-
ried back under the engine to a point determined by the
length of radius bar and angularity of links or hangers.
For instance, a mogul equipped with radius bars worked
cut to usual formula and the truck hangers hung vertical,
would not be ^ided by pony at all, except the slight fric-
tion in displacement, and the drivers would do all the
guidill^^ ' Ml t h' mMi. r hand, with a very short bar and
extn Hi. ., 1-1 guide almost entirely by pony
whie!, I^iigpoint of a ten-wheeler is al-
way.-. .i: :.. ..enter pin, if rigid, you will see
by th. 11 - ■ I ^ . I ,;ar that nearly all who have had
exiM'rietiee cnsider this the proper manner to connect
truck where blind tires are forward ; also that this arrange-
ment of tires is prefeiTcd. This point we would like to
hear thoroughly discussed. Wbile wo are satisfied that the
rigid truck is perfectly safe, and that in guiding around
curves it is exactly right, such curves being supposed to
be put up so as to guide on and off with the same action as
when in full curve, there is no reason why we should pro-
vide for an easement at those points at the expense of an
increase of guiding power at some other, as it takes exactly
the same amount of such power to divert and control on the
curve, whether expended on entering or at some time be-
fore or at leaving, and any amount of swing is sure to grind
driving-wheel flanges. At the same time, observation o(
the action of very heavy engines of this class at high rates
of speed has led us to a belief that there is a happy medium
between two extremes which may be safely followed.
While we do not think any swing is needed for curves,
still we do think some benefit would be derived, and more
• especially on straight track, if the truck was allowed to
accommodate itself to depressions and bad surface readilv.
; the wheels drop to the extent of the clearance
engine with it. This can be rc^jdily done without losing the
benefit of the rigid truck, or rather without the defects of
the general run of swing motions.
vin this connection we wish to call attention to a fallacy
that has been promulgated as a fact; i. e., that a short
hanger hung vertically has the same effect as a longer one
set at angles. This is not correct, as, in the first place, a
vertical hanger does not hold to a true center under any
conditions, and an engine so hung will vibrate on straight
track; next, it ha.s nn guiding motion until too far out of
of hangers hung vertically
will 1
three-quavtei-s of an inch, and the other one in dropping
to a vertical will only drop one-quarter inch. Not only
lhis,but they always hold to a true center until a force is
applied equal in dej.Tee lo the resistaiiei- uf llie aiigularitv.
nearly ; still, the guueial impression appeans to be that
where the radius is shortened the guiding action is im-
proved, and a division of flange wear as between truck and
>■ - -t i;SS called for. Of the
'I 'II miles without either truck
' I .IM iii-.v ■ 1 - as follows:
e you cunsiuer a ten-wheel-engine preferable
> pe for heavy fast express train service i If
nega
.Uf inches out of center; while the
' at an angle of one and one-half
[iread, will raise on the outside
\ s I lien answer in the affirmative, one i)
1.1' . 111.. h,i\e not used ten wheel engines in su
hut are using moguls, and prefer them for such
as they have ; one has ten wheel but not satisfactory, rec
ominends the eight wheel as the only one lo Hll all require
incnts; one has ten-wheel, but has every confidence in the
safety of the iiingul ; and five have no experience and offer
hi-h ' ! I ' '! ,1^ r.."i milesan houri
A 1. i^'ver in the affirmative; twenty in the nega-
>pinion, ana two answered in No. 1 as to the
\Miat has been your experience as lo the flange
1 ' i: ' ■ l'"'.'! ti'uck wheels of mogul engines, as compared
w itti the truck wheels of ten-wheel engines?
A. Six no difference, five no experience; seven greater in
moguls (no percentage given) ; one greater in moguls with
steel tires, no difference with chilled ; one less on moguls
than eight-wheel ; two greater on moguls 20 per cent. ; and
2 to 1 in favor of ten-wneel.
Q. No. 4. Can you give the comparative mileage made
to the one-sixteenth inch of wear, as between the truck
wheels on mogul engines and ten-wheel engines! Also
comparative flange wear on driving wheel tires of same en-
A. One replies, 10,866 miles per one-sixteenth wear, but
docs not give diameter of wheels.
Q. No. 5. What style of radius bar do you use for mogul
engines* Ho-« do you figure its length! and could you fur-
nish drawings for mogul truck for use at coming conven-
tion!
A. Seven sent blue prints with which were two formulas,
and two had wheel base given, one of which shows the
length of bar to conform to the formula. The others, not
having this data, could not compare. One describes dia-
gram as follows : "To find the radius bar, I set out a dia
gram of rigid wheel base on worst curve we have, and pro-
ject the center line of engine away beyond the truck axle,
and then set the truck axle on the curve in such a position
that if the center line of axle were produced it would cut
the center of radius of curve ; then draw a line from cen-
tance from the points of intersection of the two lines is the
length of radius bar." While one gives the three diagrams
of bases and lengths of radial bars as referred to before.
FORMULA FOlt CALCULATINO RADIAL BARS.
No. 1. When fi = rigid wheel base.
D^distance of front flanged driver to cen
ter of truck.
X = length of radius bar.
DR + D'
Q. No. 6. What proportioD of weight do you think should
be on drivers and pony truck*
A. Those answers run about a regular scale from four to
oric or one-fifth on truck, to seven to one or one-eighth on
truck with all the intermediates, while three say at least 14,-
000 lbs. on a pony or 7,000 lbs. per wheel.
Q. No. 7. What is the limit of weight, in your opinion,
one driver should take;
A. The general answer is 16,000 for rail under 60 lbs., and
IS.OOO for rail above that weight.
Q. No. S. WTiat i.s the least weight you would recommend
lor a four-wheel truck*
A. This is answered by percentages running from 20 to
:to per cent., and in direct weights running from 7,000 to
«,000 lbs. per wheel.
Q. No. 9. On ten-wheel engines, would you recommend
the blind tire forward or in the center j(
A. Fifteen in favor of putting blind tire forward, thi-ee
in the center, and o . > «-. - -^ ...
mony wiU be contlicting. We will ask to be excused from
offering an opinion on the subject at the present lime.
That we speak advisedly as to the prospects of conflict of
liiM III M.ur .■ouimittec on diffrn'm im\ -imi,- ,,i ih,- same
.'i:M justify him in haviiiL i ' >!>)posite
.1. ~. : t-U" five engines ideui it ii ■..• -.u- , iniu'were
l>u: at .■.uik in heavy service wti.t. i t, -|, i.i-_._ uf speed
liad to be maintained constantly; while the other was put
here trains were not more than 75 per cent, as heavy,
""' '" ■- cent, less, other coil-
first spoken of soon
ere was iiothintf U> in-
the average speed being about
ditions about the san
showed sitrns of dist
and other parts affected by side thrust. We have no infor-
mation as to effect on track.
While ten-wheel and mogul engines have been in use for
years, yet they have not been used for fast freight or pas-
senger service long enouirh tu affiin! a L'reat deal of infor-
^\
. from ;
11 V u.M I , information fur-
tliei'ili.i; !:.■ I''' III'' the ten-wheel
engine as against ihe um.L ;, ■ n n .1 1 its being practi-
cally the same as an eight-wheel, the fnrward drivers being
simply burden bearers, and leaving wheel bases actually
the same. Next, because the distribution of weight is sucli
that, while gaining sufficient adhesion to utilize all the
there is not an exeessivo weiL'ht on either wheel.
,!hii!i , ,1;, I'l '.' 1.1 I'l'i'i" i ■ . |iii.)."rtiiincd for20xa»in.
cMii ,,,:.' ," ,1 i:m,tXX)lbs; Ona
t.'i, 1 ;, - 1 , ... , II ,,,'k and 98,000 on
drill I--. 111..,' ■■■';. ., ,,. _ ; .^larcely put more
tlKii. .'I'.ei 1'"''^ , I' 11' II :-, 11", , I'l , iii'i-haps deducting
2,(HK) for dirt'erenco in construction, 1()S,|HK| to divide on six
drivers. While this weight would not perhaps be destruc-
tive to track, it is more so than the 16,333, besides being
useless. Again, the majority claim greater safety on
111 I ,1,1 ,1 ' 1 'I' ' uuuld say that the relative
et'iiM I , ' i^t service as against eighth
wl . ,1 i in the future than at pres-
ciii .1,1 ii III' III ,..ii . -ipi'i'ience wenow have.
Pulaski L.kbds,
James Mcehan,
E. M. RoBEin s,
C. E. Smart,
W. A. Smith.
swing motion truck!
A. Eighteen recommend rigid truck, one swing motion,
and three very light swing.
The question of economy of operating engines of such
proportion as to necessitate either a ten-wheel or mogul en-
gine as against lighter power and more trains is an open
one, on which an intelligent opinion can be given only after
time enough has been given to observe the expense of main-
taining both rolling stock and track. Even then the testl-
EXHIBITS AT THE CONVENTIONS
Brief Notes Concerning Some of the New or Novel Thin
Those who mado exhibits at the Cape May conven-
tions had the novel and not enjoyable exi)erience of
paying- a round price for tho iirivilefri-. The manager
of the Stockton set ii|. 1im. iai-L'c leiils near the hotel,
put down floors, and snhl ih-' s|inei' fnv i5 cents per
square foot. Those who did iint jnu iiji at his hotel
could not even buy sjiace. Tlie Di-exel Car Coupler
Company and several other exhibitors oulwittftd the
hotel man by securing permission from the municipal
authorities to use a small open square adjacent t« the
tents. As tlie weather was fair, almost without exeeii-
lion, this location was entirely satisfactory.
The exhibits of this year embraced a number of
those which have been shown at previous conven-
tions, and also many new ones. Nearly all of them
were worthy of the time and money exjiended in pre-
senting them. The practice of making exhibits at
these conventions is unquestionably a paying one —
jiruvided that the ai'ticles shown have real merit.
I'evv railway men who attend the conventions go away
without an inspection of all the exhibits.
The display of vertical plane hook couplers was very
large. Four years ago when the standard was adopted no
one imagined that there would be over three or four prom-
inent competit<irs in the field. There are now well on to-
ward thirty with others in gestation and soon to be born.
It is a mistake to complain of this activity of inventors.
1 f the doctrine of "the survival of the fittest" is to be oper-
ative there must be a free field of conflict. Now that the
element of intercoupling is rigidly required the railroa<ls
can afford to give inventors every chance so that the
American car coupler of 10 or 15 years hence shall be "the
best in the world."
We merely note the fact that the older and leading coup-
lers, such as the Janney, the Standard and the Gould were
well represented. Although they are so well known and
firmly established they arc relaxing no legitimate effort to
stay at the head of the procession. It is of the newer or
less known variations of the type that we will speak.
The couplers shown by the Thurmond Car Coupler Co
have very little of the old "Thurmond" left. Their present
feature's are chiefly the invention of T. L. McKcen. The
carrier iron invented by him gives an inch lateral play to
the draw bar in each direction and enables long and shor
cars to run together with hook oupUngs with 'jut danger on
lot
THE RAILW^AY MASTER MECHANIC
curves, etc. The brackets for coupler lifting levers made
by the Thurmood Co. were much approved by visiting rail-
way men. They require no shop forging and permit the
removal of the lifting rod without taking down the
bracket.
The Smillie coupler elicited a good deal of favorable
comment and Mr. Taylor had reason to be well satisfied
with the experiences of himself and the coupler at their
"first conventions."'
The "Barnes No. 4 Car Coupler," the latest invention of
Col. Lucien Barnes, atu-acted its share of attention.
Among the distinctive features of this device is a lock to
the lock which holds the knucKle. This prevents any un
timely unlocking by jar or jerk when the train is in motion .
An attachment prevents the head of the draw-bar from
falling to the track if broken off. The knuckle is seif-
opening.
The Van Dorston Cushioned Car Coupling Equipment
Company presented a visible refutation of the rumor that its
coupler gave trouble on short curves. It showed a model
made to scale which operated without difficulty on a curve
of 49 ft. radius.
The Eureka coupler and buffer came all the way from
AUnneapolis to gain approval and friends at the conven-
tions. Its distinctive features are a knuckle opened by a
flat spring bearing against its inner face, and a coil spring
between the draw-bar safety lug and the end sill of the car
to mo<lera'.e buffing shocks.
The Buckeye Automatic Car Coupler Company was well
represented by its agent and several of its officials, and also
by a very unique and appropriate souvenir. The lattercon-
sisted of a four page circular with cuts of the coupler and
its parts, to which was attached a genuine, life size "buck-
eye" with its large eye brilliant with gold bronze and with
two feathery plumes hanging from the lower side of the
nut. Altogether it was one of the prettiest and most ap-
propriate "advertising novelties" which has appeared in the
railway supply world. The coupler itself is the final out-
come of some years of experiment and trial. It unlocks
from both sides of the car, and has a positive and very
strong lock. The company claims that the material of
which this coupler is made is not only the best that is put
into any M. C. B. coupler, but also that it cannot be pro-
duced by any concern in the country except the one from
which they obtain it exclusively. The company has per-
fected a system of inspection which rejects every coupler
that is not absolutely perfect in material and in all the
parts.
The Mather wedge-lock coupler was shown for the first
time. It is of the M. C. B standard type, and looked like a
good one. We understand that it is being put on several
hundred stock cars.
Three styles of M. C. B. standard couplers were exhibited
by the Hinson Car Coupler Co.— one of them new. This
was an application of an overhead unlocking device to the
Hinson freight car coupler. This style also has a dog which
swings under the locking pin when the latter is raised to
unlock and holds it in that position. The company also
showed well finished samples of its regular freight car,
passenger car and tender couplers.
The Williams coupler— M. C. B. standard— invented and
sold by Mr. Dyer Williams, Cedar Kapids, Iowa,— was
shown in full size model. This coupler was fully illustrated
in the June number of this paper.
The Union Car Coupler Co., of Philadelphia, had a work-
ing exhibit of its M. C. B. standard coupler. This device
belongs to the class in which the knuckle swings out and
back against the draw-bar stem when link couplings are
The Crosby Steam Gage & Valve Co.'s exhibit of its
standard gauges, safety valves, chime whistles, etc., was
shown in very attractive form. Samples of the indicators,
planimeters, etc., made by this company were on exhibi-
tion. A new product of the company in this exhibit was
samples of phosphor-tin — which is claimed to be equal in
all respects to the imported, and yet loiver in price.
The exhibit of "machined" car wheels by the New York
Car Wheel Co. was so tastefully adorned by Mr. EUicot
with growing plants and blossoms that every one stopped
to look at it. The great, grim 42 inch wheel looked cheer-
ful and handsome with its floral adornment.
The Boyden Brake Co. repeated its success of last year.
It occupied a cool comer of the great tent, and always had
a chair or two at the service of weary sight-seers. It had
several sets of brakes in operation and a Crosby chime
whistle attached to the steam pipe emitted occasionally a
ringing war whoop.
The Standard Paint Co.'s exhibit of insulating and roofing
material was, we believe, the first that this
made at the June railway conventions.
The exhibit of the Boyer speed recorder received a great
deal of attention. It had steam connection, so that it could
be run at any speed up to 90 miles per hour. The opinion
was expressed by many members of the association that
the time is close at hand when a machine of this kind will
be deemed just as essential a part of the equipment of a
road engine as is an injector or oil cup.
One of the most striking exhibits was that of the Field
Feed Water Purifier Co.This concern showed a full size boiler
with the purifier in place— a section of the boiler shell bt-ini:
cut out so as to show the device in its position as it is in
service. The exhibit told its own story, and had a great
many interested visitors.
A new steam joint and ball and socket connections was
exhibited under steam by the Moran Flexible Steam Joint
Co., of Louisville, Ky. It is claimed that in this coupling
the steam pressure packs the joints under all conditions,
and that grit or sand wtU not cause leakage. The details of
this exhibit had been very intelligently planned and exe-
The same company exhibited Moran's automatic barrel
filler, a very ingenious device which automatically shuts off
the flow of liquid when the barrel or other vessel is full.
The Page Belting Co. exhibited for the first time at the
railway conventions its products. Besides plain leather
beltings of apparently the very highest quality, a sample
was shown of "Acme" link leather belt. The display was
a vei-y meritorious one, and will help the company to estab-
lish a business in the railway field.
The Norton improved ball-beai-ing jack was examined
with evident interest by a large number of railway men.
This jack is made in all the usual sizes and is competitive
with hydraulic jacks of similar weight. A number of orders
were obtained as a result of the exhibit.
The S. E. BaiTett Manufacturing Co. exhibited a full
size section of a car roof showing in complete detail the
method of applying the Neponset ear roofing. Samples of
"Neponset insulating" for refrigerator cars, etc., were on
exhibition.
The Moore car door nas been known for some years but
had never been regulai-ly exhibited, we believe, at a con-
vention before this year. The exhibit was well handled
and there were indications that it will be one of the best
investments ever made by the company.
Although there was no special novelty in the exhibits of
car seats we are justified in mentioning them for two rea-
sons. First they were very complete as to the different
styles, etc., and also very handsome, and, secondly, they
furnished the wandering and leg weary observer a delicious
means of comfort and rest. At last year's conventions
there were no car seat exhibits — the manufacturers, it is
said, having decided that too many non-paying outsiders
sat down on their seats. But they seem to have con-
cluded that seats were made to be sat upon and they came
on this year %vith a splendid assortment of most attractive
and comfortable ones. The thanks of hundreds of weary
sight seers are hereby given to the Hale & Kilburn Mfg.
Co., the Scarritt Furniture Co., the Wakefield Rattan Co.,
the Hartford Woven Wire Co., and last, but by no means
least to Col. Wheeler and "Gil" for their exhibits. That
these benefactors will be well paid in ultimate cash for
their time and trouble we firmly believe.
The Wood safety gate, for which Mr. J. B. Goodwin of
21) Broadway, New York, is now thesole agent, was shown
in model and by an unusually tasteful circular. This gate
is used on most of the New England and many other roads
and no hostile criticism lies against it.
A new grain door— the Chicago— was shown in full size.
The Shoen Mfg. Co.'s exhibit was even more interesting
than that of last year. A new article shown was a pressed
steel brake beam of which the railrrads ivill doubtless hear
much in the near future. What this company cannot do in
making pressed steel shapes has not yet developed. It is
constantly doing things in this line which beforehand seem
impossible of accomplishment.
We do not remember seeing an exhibit of Richard Dudg-
eon's hydraulic jacks, punches, etc., at any previous con-
vention. The display this year was an excellent one and
was well managed in all respects.
The Martin Anti-Fire Car Heating Company exhibited
its new hose coupling— which we are informed stood per-
fectly the test of service all through last winter— and also
its recently perfected thermostat for regulating the heat in
steam heated cars. The latter operates by the expansion
and contraction of a liquid. The arrangement is such that
the very sUght increase in temperature of only one or two
degrees produces an expansion which is sufficient to operate,
through suitable connections, a throttle valve in the 8U|)-
ply pipe of the car and thus promptly and effectively con-
trol the admission of steam to the healing pipes of the car.
An immense pyramid of packages of Litofuge— the
"boiler compound" now most prominently before the public
—made a striking appearance. The stars and stripes
waved gallantly over the apex of the pyramid, while pieces
pieces of scale removed from boilers by this substance lay
around the base like dead and mangled foes on a battlefield.
The exhibit of the American Steel Wheel Company
brought into prominence the new steel car wheel it is now
offering to the railroads. Wheels of all the standard sizes
were shown and all had an excellent appearance. Sam-
ples of the metal produced by the new processes used and
owned by th'.s company were also on exhibition, all of them
showing a metal fine in grain, tough and strong and appar-
ently perfectly solid. The steel produced by this concern is
attraeliii^' liiueh attention.
Me>si s Keegan & Halpin made an exhibit of the Wells
light which was both brilliant aLd useful. Several of these
lights were placed at intervals in front of the hotels and by
lighting up the streets for considerable distances demon-
strated their utility. No form of portable light seems to
be at once as convenient, cheap and effective as this. It is
a necessary part of wrecking equipment and for out<loor
night work of any kind it is invaluable.
The exhibits of the Ashcroft Manufacturing Company
and the Consolidated Safety Valve Company, con-
sisting of gauges, pop valves, indicators, etc., and also of
the Detroit Lubricator Company which contained oil cups,
injectors, etc., embraced nothing absolutely new, but were
handsome enough to merit special mention.
The Safety Car Heating & Lighting Co. showed theOibbs
steam coupling and its method of controlling the tempera-
ture in steam heated cars— all operating under steam. The
mechanism for regulating the temperature is entirely under
the control of the trainmen. By the simple movement of a
lever the admission of steam through the supply pipe of
each car can be reduced from fuU pressure to one half, one
quartei", or can be entirely shut off. By this method that
responsibility of maintaining a proper temperature is placed
upon those in charge of the car.
An exhibit of fibrous metallic packing was made by
Messrs. Topping & Fox. This substance may.be described
as thin shavings of an alloy resembling babbitt metal, and it
is applied like any other fibrous packing. This exhibit was
made in connection with a considerable one of the car com-
pound and cylinder oils manufactured by the Drehrer
Mfg. Co.
In the Van Dorston cushioned carrier iron, recently per-
fected, tLe method of cushioning used in the Van Dorston
car coupler is made use of. It is believed that the cushion-
ing will greatly modify the buffing strains experienced in
service while the carrier iron itself permits a lateral motion
of the draw bar stem, which will ease the clasp of the
knuckles on sharp curves. It is asserted with great posi-
tiveness by many that in the cushioned coupler and cush-
ioned carrier iron of the Van Doi ston patents the limit of
improvement in those devices has been rea^-hed.
The Morton Safety Heating Co. made a very large and
satisfactory exhibit in which the system, as applied to cars,
was shown in actual operation. The pipes were handsomely
painted— the large platform enclosed by them was carpeted
and furnished with several Scarritt car seats, so that the
space wjis almost as inviting as the managers of the exhibit
were courteous. This company had also placed over '20 of
its radi..tors in the Stockton, where they made a unique
and striking appearance.
The Jones automatic coupler, as shown this year, had
improvements made since the last convention. It is of the
Miller type, but the hook or "nose" of the head is pivoted at
the outer end. It operates with any Miller head and seems
to have enough merit to warrant its use.
The exhibit of the Consolidated Car Heating Company
was in a room by itself and was a "mechanical exposition"
on its own account. As at "Old Point," there were three
or four miniature cars, each about 30 inches in length,
piped with glass tubing— and each having also in miniature
but in full working order one of the thi-ee methods by which
this company is heating cars by steam-induced hot water
circulation. This exhibit was in constant operation with
live steam and a slight tinting of the water by a few drops
of coloring fluid enabled one to follow the movement of the
water as the heat of the steam set it in motion in the glass
piping.
All this in somewhat rougher form was shown last year,
but the addition this year of a model standard Lehigh Val-
ley 6-wheel coupled locomotive added much to the attrac-
tiveness of the exhibit. This engine was about 30 inches long
and was a complete working model. Its construction was
superintended by J. H. Sewall, and it was built in Chicago
—being one of the first, if not the first, locomotives built in
this city. If it is nut shown in the coming world's fair'it
will be because the locomotive builders of the country unite
to keep it out.
The feature of this exhibit was the new thermostat which
has been perfected by Mr. McElroy, and was thoroughly
tested on trains during the past winter. The extreme sen-
sitiveness of this thermostat was shown by tests to hun-
dreds of those in attendance at the convention. After
warming it by immei-sion in water to blood heat it would
contract three-eights of an incb by simply being dipped in
cool water of about 60 degrees Fah. and immediately with-
drawn. This rapid and wide action insures the regulation
of steam admission, as was fully proved last winter.
During part of the M. C. B. week the Gold Car Heating
Co. had on exhibition !
Jersey Railroad s
THE RAIL^^^AY MASTER MECHANIC.
107
two L-ai-s. one equipped with the duplex coil, water i-ireu-
lating, and the other with the direct steam storage system
of that concern. Many railroad men took advantage of this
fact to study the methods used by this company for
meeting the requirements of practical service. One of the
cars was a day coach, the other an officer's car, both of the
Lehigh Valley R. K.
The tent exhibit of the Gold Company adjoined that
of the Morton Company which is also a storage system.
This close proximity of these two competitors, whose ex-
hibits were both in actual operation under steam, kept
things— not hot us some might surmise— but only comfort-
ably and pleasantly warm. The Gold people made a fml
exhibit of their duplex coil, and storage systems, coupling,
trap, etc., all showing a high grade of workmanship. This
system has now a successful record, covering at least three
winters. The sign over this company's exhibit was really
a work of art.
The Roberts system of car heating w;is shown for the
m-st time. This system originated in Columbus, O.. and is
in some respects quite original in its details. A clear ex-
planation of its peculiarities without the aid of illtistrations
would be difficult. A steam coupling was included in this .
The Loach sand feeding apparatus for locomotives was
o;chibited in full size and in operation, and was regarded
with much favor by the members of the association. This
de\ice gives the sand a positive delivery by means of air
pressure obtained from the air brake train pipe.
The Norwood car replacer, shown on a model track
a small car and also in full size is a recent addition to the
list of railway supplies.
The I.Appin brake shoes are not new to the railway
world, but they have not previously been shown at the con-
ventions. The exhibit embraced all styles of shoes, and
was in all respects a creditable one.
The exhibit of the Pencoyd Iron works was large and full
of interest. The samples of steel axles, etc., showing the
endurance of the metal under the drop fuUy sustained the
position which the R.^ilw.vy Master Mechanic has taken
on the subject of steel axles for locomotives and cars.
The exhibit embraced axles, piston rods (such as are fur-
nished the Baldwin Worts), channel bars, and steel shapes
of various kinds, and was, in all respects, timely and in-
structive. As a first exhibit at the conventions it was
wholly successful.
Another first exhibit at the convention wiis that of L.
Schutte & Co. This display made by this company was
very s riking. It contained 16 sizes of injectors ranging
from V in. to 3 in. Also syphon pumps, steam motors for
turn tables, etc. ITie arrangement of these devices was
very tasteful.
The Railroad Lighting & Manufacturing Co. exhibited
three passenger cars equipped with the Frost carburetor
system of lighting. One of these cars showed the shape in
which this light was first offered to the railroads. The
lamps had an upright flame and were similar to the ordi-
nary old fashioned oil lamps — though giving considerably
more illumination. Another car had the improved lamp
with a downward flame— such as is in general use on the
Pennsylvania road. This car was well lighted and fur-
nished a great and pleasicg contrast to the light furnished
by some of the lamps which are in the market to-day. The
third car showed the .atest development of the Frost light
such as is being applied to a number of new Pullman
sleepers. This car was splendidly illuminated. The light
was white and pleasant to the eyes and the burners were
so arranged that the light was evenly diffused through the
car. The burners, themselves, were very artistic in de-
sign. They are so placed that comparatively little of the
heat is confined within the car — most of it passing in a cur-
rent of air outside the roof. The whole exhibit was a valu-
able "object lesson."
Besides samples of the older and extensively used metal
brake beams one in which the principal memberis a rectan-
gular pipe was shown It is called the Rectangular brake
beam and originated in Chicago. It is claimed that the
rectangular shape permits a more secure attachment of the
brake heads, etc.
The Hubbard anti-friction bolster bearing has been
offered to the railroads for only a comparatively short time.
Full size bearings were shoivn at both conventions. The
introduction of this device has been more rapid and gen-
eral than is frequently the case with improvements in the
railway field. It is already on several thousand cars
Differing in all its details from other systems of car heat-
ing, the exhibit of the McLeod Car Heating & Ventilating
Co. received considerable attention. This system draws
hot air from the extension front end back through the
train. The derices by which the air is taker in, heated,
fon-ed back and discharged into each car as needed have
been worked out with much ingenuity. A train equipped
with this system began running on the Staten Island road
the latter part of last winter. The company claims to be
able to supply trains in summer with cool and even deli-
tlie sai
catcly perfumed currents i
with which it heats cars in winter.
No exhibit at the conventions attracted more attention
and favorable comment than the double ratchet drill shown
by Mr. C. W. Biggins for the Schuttler Manufacturing Co.
of Chicago. We give an illustrated discription of this
most promising tool on another page.
The pressed steel truck frame exhibited by the Fox Solid
Pressed Steel Company, was much more simple and "busi-
ness like'' than the one shown at the Thousand Islands con-
ventions, which was the first appearance in this country of
a device of this kind. The opinions expressed concerning
this one by members was, on the whole, favorable, and
some of them promised trial orders. The company ex-
hibited also pressed steel center plates, steam chest cases
and front ends.
The Bundy automatic time recorder, which is manufac-
tuied at Binghamton, N. Y., appeared to be an improve-
ment upon the older time recording devices.
The Ew.-ild Iron Company had a small but interesting ex-
hibit of stay bolt iron and fire-box steel. The "souvenir"
distributed by Mr. Richardson was a fine leather pocket
book for coin and bills.
The electric headlight for locomotives of the National
Electric Headlight Company, Indianapolis, Ind., was shown
(not in operation) at the second convention. The complete
apparatus, including a 4-cylinder engine, w:is exhibited
and also a series of photographs of track illuminated bv the
light.
Jenkins Bros., whose valves and packing have the highess
reputation, had a well managed exhibit at bDth conventions
in charge of J. D. Stiles, who now represents this firm in
t he railway field.
The name "United Railway Supplies Co." is new to
the conventions. It controls the Robert-Eastwick car
coupler. Brown's metallic packing, the Thayer injector in-
dicator and the Henderson smoke box protector. A full
size coupler was on exhibition.
During the second week an exhibit of hydraulic jacks,
crank-pin presses, etc., by Watson & S'iUman was in place.
The work of this firm is appreciated by many railroads a«
well as by many other important industries.
The Hopkins Manufacturing Co. did not exactly have
an exhibit' of journal bearings, but Mr. Kinney can catch
more sea bass with less noise than any man in any crowd
of ten fishermen.
In the foregoing notes mention has been made of
only the newer or more novel exhibits. Our limited
space ma^es it impossible to mention exhibits of the
older and well known concerns. Scores of these were
all represented and well represented. Then, too,
there were builders of locomotives and builders of
cars, varnish and paint men. sellers of steel and iron,
representatives of the leading air and steam brake
companies, agents of the malleable iron concerns —
nearly every active and successful railway supply con-
cern in the country was represented by one or more
bright, alert and experienced officer or agent. Old
acquaintances were strengthened, new ones made and
legitimate foundations for future business were estab-
lished. By giving to railway master mechanics and
master car builders a chance to see improvements in
railway equipment, and to meet all the dealers in
railway supplies on neutral ground, the conventions as
now conducted are of great value to the railroad in-
terests of this country.
A TXTBULAR FENCE DATE.
It has l)een the desire of many railway officials
who have in charge the erection and main-
tenance of new fences to secure a good
gate for crossings and other breaks where a
gate is essential, that would have the elements of
convenience, durability and economy. It goes with-
out saying that cheapness must be "taken into consid-
eration in order to compete with and supersede the
old loose board gate, at present so much in vogue.
There has, in fact, never been anything exce])t
cheapness to commend the board gati-. It has only
been cheap, however, in first cost. The thousands of
dollars every railway company has had to iiay for in-
jured and slain stock which complacently knock down
a few loose boards and contentedly meander down the
track is rarely taken into consideration, leaving out
of the question entirely the heavy damages occasioned
by wrecks now and then, when an exceptionally tough
beast locks horns with the locomotive. It is not so
many years ago that we read about a belligerant bull
being the cause of throwing completely off the track
a locomotive and a train of :U circus cars, making a
magnificent potpourri of elephants, kangaroos, etc.
The gate illustrated herewith has been designed with
the object of aiding the railways to consti'uct and re-
pair their fences in as nearly a perfect manner as pos-
sible and at the lowest cost. It has been in existence
for the past five years, but it has only been within the
last twelve months that its owners have made any ef-
fort to introduce it. It has now been placed to a con-
siderable extent in the west, notably in Iowa and ha-s
received the hearty commendation of all fai-mers who
object to having their cattle killed except in the
orthodox way. Several railway companies are now
negotiating for its introduction. In first cost, the
Eureka gate is about the same as a loose board one,
so there is no e.xcuse for failure to adopt it on that
score. .\s regards convenience and durability it is
much sui^erior, as anyone conversant with the differ,
ent materials employed will readily comprehend.
There is nothing about it to wear out. The best barb
wire is used for cross bars, plain wire for the up-
rights and the frame is made of wrought iron tubing
H inches in diameter, stoutly braced at the corners^
as shown in illustration, and is capable of withstand-
ing great strain without yielding. Being all iron and
steel it is practically indestructible. This gate is
made in any size to suit purchaser. The average
full sized gate weighs about M pounds and is swung
upon its hinges at the slightest touch. The gate is
furnished complete, eye bolts and nuts for the hinges:
and chain, hook and staples for fastening, It is man-
ufactured and sold by the Eureka Gate Co., of -Water-
loo, Iowa, to whom correspondence should be ad
dressed.
At a special meeting of; the railway members of the
Western Railway Club, June 35, it was decided not to con-
sider any further the subject of joint inspection, A careful
review of the situation satisfied a majority of the meinbei-s
that the difficulties which had "oeen experienced could be
overcome under the existing M. C. B. rules of interchange,
and by taking care that inspection should be in the hands
of intelligent and fair men.
Oneof the most interesting and successful exhibi-
tions of the products of the country is the "Sioux
( 'ity Corn Palace Festival" which has been held aii-
iially for four years at Sioux City, Iowa. The fifth
annual palace will be opened October 1 next and the
festival will continue from that date to Oct. ITth.
The splendid crop prospects in that section of the
great west have stimulated the promoters of this
unique enterprise to larger plans and greater effects
than ever, and they promise that the attraction will
be arranged on a grander and more comprehensive
scale than ever before. Mr. .T. R. Kathrens is secre-
EUREKA TUBULAR GATE.
THE RAIL^VAY MASTER MECHANIC
JULY,
Ml- Robert E. Meehau, the eiJest son o£ James Meehan,
superintendent motive power of the Queen & Creseent sys-
tem, has entered the service of the Koss-Meehan Foundry
C^., and the Southern Malleable Iron Co., Mr. Meehan
looks to be not over 25 ycai-s old, but has been running loco-
motives for 11 years. His headquaj-tei-s are at Chattanooga,
Tenn.
A vorv haudsonie Elfiiii watch was presented to Mr. A.
A. Jaclisiiii :,ii. jrii, r.r ^iiiRTintendent of the New York
& New I. - I Ki i>\ the engineers,' and firemen of
thatriia.l, , .- . il his position. Those who are
acquaiiu.i i iih .\li .li. Lm.ii will know that there was noth.
ing forced or formal in this act, but that it expressed the
heartiest esteem and appreciation of the ability and fair-
ness of an able, strong and just railway official by his
A NEW DBAFT BIGGING.
We illustrate herewith a new draft rigging which
presents some points of interest. It may be briefly
described as follows: A are the longitudinal sills of
the car. .1' is the end sill, A- the dead wood or bum-
per, A' one of the cross timbers in the center of the
-.ar, and a' the draft timbers, a' are east metal heads
oolted on the end of the draft timbers, .1, to protect
them from being battered by the follower D. a' is a
cast iron plate bolted to the dead wood A^. B is the
stem of the coupler, attached to the yoke b. iJ' is a
carrying iron and brace supporting the coupler, and
6' are rods extending through the carrying iron B'
and through the dead wood A'. C is the draft and
buffer spring. D 0 are followers on the rods E, and
e arc stops on each end on the rods E E, holding the
followers in place of the rods and also holding them
from being pulled out of the ear. J^ is a rod extend-
ing through one cross timber .r to and through the
other cross timber; and from the other cross timber
rods EE, duplicates of the rods fi£ shown, extend to
the draft rigging at the other end of the car, which
is the duplicate of the rigging illustrated.
THE CARTER DRAFT RIGGING.
injury. The apparatus can be placed in cars already
built, no material change in the timbers of the car be-
ing necessary, so its use is not confined to cars spec-
ially constructed for it. Although the apparatus is
simple and composed of but few parts, a broad claim
was obtained in the ijatent office which is dated May
5, 1891, and, we understand, the patent has been sub-
mitted to the Western Railroad Association which
states that it does not infringe upon any other draft
apparatus. The rigging was devised by M. Carter
.Ir., of Chicago. _
It will be seen that theVigging provides for taking
buffing strains directly on the ends of the draft tim-
bers, and that the pulling strains are transmitted
through the rods i)ractically independent of the
frame work of the car, on the principle of the con-
tinuous draft rigging. The rods are not movable
with the draw-heads,or with the follower plate3,either
in buffing or pulling. Slack in the rods can be taken
up, and the draw-bars thereby maintained in proper
position in the car. The draw-heads or coupler
spring i
the
r both of the rods at one end of the
__-■ can be replaced in case of injury or wear to any
one of the parts easily and without interfering with
the apparatus at the other end of the car. A car de-
signed to carry, say thirty tons, can have attached to
it this draft apparatus of dimensions designed for a
sixty ton car. and the car may then.it is claimed, form
oneof a long train of sixty ton cars, without tear of
PERSONAL.
Mr. Z. T. Sprigg, formerly draughtsman at the Denver
shops of the Union Pacific, has been appointed miister me-
chanic of the shops of the road at that place.
Mr. James R. Button succeeds Allen Bourn as purchas-
ing agent of the Michigan Central.
Mr. E. B. Wall, superintendent of motive power of the
Pittsburgh, Cincinnati, Chicago & St. Louis, was married
at Trinity church, Columbus, O., June 24, to Miss Fanny
Mitchell, daughter of Mr. and Mi-s. John B. Mitchell, of
that city. No one for a long time who has passed from the
Incompleteness of single life to the rounded and exalted
perfection of matrimonial existence has received more
hearty congi-atulations and sincere good wishes than Mr.
WaU and his bride.
Mr. T. R. Browne, who for some years has been in Mr.
Vo<rfs office at Altoona, has been promoted to the position
nf ;issistant master mechanic of the Juniata shops of the
l\i[nsylvania Railroad at Alto'.>na, under Mi*. H. M. Gor-
Mr. W. M. Apps, master car builder of the Atlanta & West
Point and Western of Alabama, has resigned. Report says
that he will take service on a western road, \vith headquar-
ters in or near Chicago.
The jurisdiction of Superintendent of Motive Power R.
D. Wade, of the Richmond & Danville, has been extended
over the recently acquired Central Railroad & Banking
Company of Georgia, Mr. A. W. Gibbs, of the last mem-
tioned company, taking the title of assistant superintendent
of motive power.
Mr. George F. Wilson, general master mechanic of the
Chicago, Rock Island & Pacific, has been given the title of
I superintendent of motive power and equipment, the offices
of general master car builder and superintendent of motive
power being now combined under his jurisdiction.
Ml-. H. Monkhouse, who has heretofore filled the position
of assistant general master mechanic and assistant general
master car builder of the Rock Island system, has been pro-
moted to that of assistant superintendent of motive power
and equipment, with headquarters at Horton, Kan.
Ml-. W. T. Small, who lately retired from the position of
superintendent of motive power of the Northern Pacific,
has received a substantial parting gift from the employes
of the mechanical department of the company. A purse of
t2,000 and a handsomely framed testimonal to Mr. Small's
character and abilities, were given him by a committee
chosen by the ctii|i1o.vcs formerly under his charge.
Thesu'v,^ , iili \,l '. li President John Mackenzie pre-
sided ov.i" n.i' sinns of the Master Mechanics'
Associ:il I'l ! '-' I" 1 the predictions of his friends
that lif v.. MM. I 1 1. .1 - "{ the best of all the presidents
of that btpii\- Hu u.;& iirompt in his decisions, kept the
business well in hand, and what he said could be heard
and understood in all parts of the room. Parliamentary
rules of order are not as familiar to railway men as they
are to \nllage politicians, but Mr. Mackenzie was rarely at
recoi-d as a railway officer
iKis licri \i r\ ^ihvrN^iui ami full of interest.
.Ml w 1 1 r 1 I (11 advanced on the Erie system
t,.ili,|... ' ! ,1, I _ ^uiiorintendent of motive power.
.Mr. Kus^ Kl::^ 1- ^till m \ iry poor health.
The death of C. H. Dunham was unusually sudden and
unexpected, and the news of it startled the whole railway
supply world. Mr. Dunham, during the few years which
he spent in tl,. i a-.; wav s:i|ii>!-,-bininrss. hail made thousands
. \ i.-os for use on railroads were
uHiulatod a considerable fortune.
'' was planned on a magnificent
Musly. Its failui-e was doubtless
e chain of events which resulted
. his premature death.
Mr. Benjamin K. Verbryck, the general master
car builder of the Chicago, Rock Island & Pacific
Railway, and ex-president of the Master Car Builders'
Association, whose portrait appeared in the Railway
Master Mechanic for .June, 1886, died at his home
in Chicago, .June 2. Mr. Verbryck was born in
Rockland county, N. Y., April 18, 1827. He began
his railway service when li» years old as an apprentice
in the shops of the Erie Railroad at Pierraont, N. Y.,
and by ISKO had become foreman of the Piermont and
.Jersey City shops of that road. He continued in that
position eleven years, and May 1, 1871, took the posi-
tion of master car builder of the Chicago, Rock
Island & Pacific, and continued to hold that position
until his death.
Mr. Verbryck was elected president of the Master
Car Builders' Association at the meeting at Old Point
Comfort in 1885, and was re-elected the next year.
He was quite successful in the duties of this import-
ant position, and the association accomplished some
of its best work under his guidance. He was one of
the early presidents and always an active member of
the Western Railway Club.
Mr. Verbryck was a man of sterling moral charac-
ter and of active religious convictions. By all his as-
sociates he was deeply respected and his loss will be
felt for a long time. At the recent M. C. B. conven-
tion Mr. F. D. Adams introduced and the association
passed appi'eciative and touching resolutions to his
memory. ^
BBAEE BEAM CLAUFS.
The accompanying cut represents a new and ex-
tremely useful device called the Mason brake clamp.
When a connecting rod to the brake beam breaks out
on the road
one has to be
brake shoo,
the beam must be drawn toward the wheel in order to
accomplish the work. The method in ordinary use is
to use screw clamps, which is a slow and tedious oper-
ation. By the Mason clamp the beam can instantly bo
brought toward the truck. When used B is hooked
over the axle and A over tho brake beam. By pulling
on the handle of the lover, £, the beam is drawn
toward the axle. A ratchet at D holds the beam in
position. This device is offered to the railroads by
the Mason Regulator Co., 10 Central street, Boston
Mass.
THE RAILWAY MASTER MECHANIC.
10!)
;.S KATCIIET
A CONTINUOUS ACTION" KATCHET DRILL.
An exhibit at Cape May which was always sur-
rounded by a knot of interested observers was a continu-
ously acting ratchet drill, made by the Schuttler Mfg.
Co.. of 10^ Dearborn street. C'hicago. represented by
ilr. Crafta \V. Higgins. We present illustrations of
this ingenious and labor-saving device. The distin-
guishing feature of this form of drill is the continuous
action of the drill under both the forward and back-
ward movements of the lever or handle. With both
motions the drill steadily cuts its way into the steel or
iron. There is no ''lost motion"— every inch of move-
ment of the lever being effective. This enables the
\VoKKlX(i PaKTS of CoXTIXI CIS Rat. HET Dkili..
operator to do a given piece of work in jusl half the
time required by a common ratchet drill with which
only the stroke of the handle in one direction is ef-
fective. The "double action" feature of the Schuttler
drill is particularly effective when obstacles permit
the working of the lever with very short strokes only.
The movement of the handle an inch or two only oper-
ates the drill, and the additional work done by the re-
turn strokes becomes in such cases very important.
The mechanism by which the continuous cutting
action of the drill is accomplished is clearly shown
in the smaller cut. With the forward motion of the
handle one pair of spur and conical gear is brought
into action and with the backward motion the other.
As the motion of the handle is changed from forward
to backward, or vice versa, a dog comes into engage-
ment with the pair of gear to be thrown out of opera-
tion and holds them from turning. The illustration
shows all the internal mechanism of the tool except
the two dogs. The feed is automatic or by hand as
may be desired.
Of the scores of experienced mechanics who care-
fully examined the working parts of the drill at the
conventions not one criticised it unfavorably, and all
gave it as their opinion that the mechanism would be
durable in service.
The large cut shows that the working parts of the
drill arc thoroughly protected against dirt and grit.
The parts are made interchangeable and i-aii tw re-
placed very quickly.
SUPPLY TRADE NOTES.
— .S. D. Childs & Co., engravers, medalists, etc., of Chi-
cago, have issued a handsome and flnel.v executed sample
medal made of pure aluminum and showing on one side iu
fac simile the Grant monument, which is to bo erected in
Lincoln Pai'k next fall. The die work is equal to anything
we have seen and shows that the concern is able to pi'oduce
aluminum souvenir medals of the very highest class.
—1 ho dissolution by mutual consent of the firm of McCoy
& Saunders, 26 Warren street. New York City, is announced.
The business of the late firm will be continued under the
corporate name of Joseph F. McCoy Co. The head of the
new organization, Mr. J. F. McCoy, has associated with
himself in the new company several of the experienced and
successful salesmen of the old firm.
The new company represents Peugeot Freres' "Lion*'
brand of cold rolled steel band saws, tools, etc., the Societe
le Nickel, Weiler & Co., and leading makers of railway
machine shop and mill supplies. An interesting feature in
this connection is the fact that the business of this house
was founded in ITttS — almost a century ago.
—It seems to be a fact that Low Moor iron after being
partially neglected for some years in favor of steel for lo-
comotive forgings is now coming to the front and replacing
steel to a considerable extent. Some of the largest works
in the country nave adopted Low Moor iron for piston
rods, side rods, and crank pins, and the number of break-
ages of these parts has been much reduced in consequence.
Low Moor is being used with great success for valve yokes
and link bushings, and for all uses where good case hard-
ening is required. Refennng to this iuci'eased use of IjOw
Moor iron a correspondent says: -'It would really seem
that for certain purposes, steel has had its day. Experience
seems to prove that good iron docs better work."
—A western ofHce has been established at aiS, Rookei-y,
Chicago, by Edwai-d Smith & Co., the old and successful
varnish manufacturers. Mr. F. P. Collier has charge of
the new office, and is meeting with a quite satisfactorj' de-
gree of success in getting orders from steam and street
railroad companies.
—The Plenty Horticultural & Sky Light Works, have
opened a Chicago office at sr Washington St., with Mr. E.
S. Norton as manager. We understand that this concern
is closing many important contracts for worlds' fair work
It has lately completed one of the largest and finest roofs in
the country for the horticultural department of Lincoln Park
of Chicago. This, and the roof of the new Pennsylvania
R. R. station at Jersey City will attract much attention to the
work of Mr. Plenty and his associ atcs.
—The annual meeting of the stockholders of the stock-
holders of the Consolidated Car Healing Company was
held at Albany Jwae-i resulting in the choice of the follow-
ing board of directors: Robert C. Pruyn, George Westing-
house, Jr., George M. Gray. William (;. Rice. Albion Little,
James F. McElroy, J. H. ScwaU, A. S. Halct, A. N. Brady,
George L. Walker, D. D. Sewall, Charles J. Pcabody, H.
S. Osgood, R. C. Blackall, Caleb H. Jackson. The affairs
of the company were reported in excellent condition and
with a considerably increased business as indicated for the
next year. At a meeting of the board of directors the
following officers were chosen for the ensuing year: Itobcrt
C. Pruyn, president, William G. Rice, \icc president and
treasurer, D. D. Sewall, general manager, James F. Mc'
Elroy, mechanical superintendent, J. H. Sewall, assistant
general manager, Charles J. Peabody, secretary. An exe-
cutive committee was selected to consist of Messi'S. Robert
C. Pruyn, William G. Ri.c, George Westinghouse, Jr., n
D. Sewall, James F. McElrov and A. S. HaUh.
—The catalogues for IS'Jl of the Brown & Sharpe Mfg.
Co., and of the Darling, Brown & Sharpe, form together a
compact "pocket" volume of about *J30 pages. The illustra-
tions arc numerous and excellent, the descriptions are clear
and the indexing is very full. As usual, the book contains
nmch general information of value tc. m:ic)niiists. The tirst
eilition of this cat.-do.gue, in IsT."., li;i.i >■>■ riL. , iinl iliusize
has steadily increased year by \ I ,, I , ■ . i.;t,;.s have
added machines and tools of new is The
history of the development of a i:ir i' bi; im s- ,v , nntained
in those annual catalogues. The primipal additions to the
catalogue since last year are: No. 4 plain milling machine;
No. 1 vertical chucking machine; No. 5 automatic gear cut-
tng machine; polishing wheel stand; soda kettle; test in
dicator; centrifugal water pump; vertical feed for No. 1
universal and No. 6 plain milling machines ; new arbors for
milling machines; new sizesof colletsfor willing machines:
new size die holder; new sizes milling cutters; new sizes
metal slitting saws ; new standard and special spur gears ;
special bevel gear patters; micrometer caliper for measur-
ing the depth of screw threads; micrometor caliper No. 31.
These catalogues are mailed free to any address on uppli-
— The Cleveland Wheel Barrow & ManufacturingCo.
has purchased the business, including all real and personal
assets, of the Cleveland & Wheel Barrow & Truck Co.
The transfer will not affect the business in any way, the
only change being the retirement of Mr. E. F. Wright,
who has been succeeded by Mr. J. W. Hornsey. The com-
pany hiis greatly increased its plant to keep pace with its
growing business and prompt filling of oi*ders is assured.
Its catalogue can be secured upon application.
— A final decree has been entered in the suit of the Dun-
ham Manufactunng Co. (now the Q. & C. Co. of Chicago.},
against the Coburn Trolley Ti-ack Manufacturing Co., of
Worcester, Mass.. for infringement of patents. Tlie tcm-
I)orary injunction heretofore granted against the Worces-
ter concern has been made permanent. The litigation is
therefore finally settled in favor of the Q. & C. Co.
—The Link Belt Engineering Co. has been putting in a
large plant for handling phosphate rock, for the Florida
Central road. This company, and its western coadjutor,
the Link Belt Machinerj- Co., are constantly extending the
application of the link belt hoisting and conveying mechan-
ism. The use of these devices for locomotive coaUng sta-
tion promises to be quito general in the near future.
—A large manufacturer of steam, hydraulic and hand ele-
vators in Baltimore writes that he has been using Dixon's
graphite gi-ease on his elevators for about two years, and
finds it superior to any lubricant he has ever used. He also
uses it on his wire cables to prevent rust, and for the guides
of elevators. It is made by the Jos. Dixon Crucible Co., of
Jersey City, N. J.
—The officers of the Lansberg Brake Co. are Geo. Buontc,
pre-siilent; Maj. Henry O'Hara, vice president; F. E. Zelle,
seen lar,. Il.ii 1 1 Ml. treasurer. The works are at S3B to
^."in s, ' :-■ - , ■ St. Louis, Mo. Maj. O'Hara has been
ve(> I * - I >sful in putting the enterprise upon a
cnnitht ivi.i' i',i-;~, mil the company is now in full working
order.
—In our last issue we carelessly stated that the New Yorki
New Haven &. Hartford Ry. had adopted the "Paige" wheel
for its passenger equipment. The wheel that was adopted
by that road was the Brunswick wheel, which is .sold by
Page, Newell & Co. The Brunswick wheels, by the way,
are being put under new locomotives by the C, B. & Q. to
the extent of 300 wheels, being used for front trucks and
tenders. The Pennsylvania Railroad is also using the
Brunswick wheel quite extensively for engine trucks. The
Brunswick wheels are fitted with any desired make of tire.
—The Jeffrey Manufacturing Co., of Columbus, O., manu-
facturers of conveyoi-s, elevators, etc., for handling coal,
ores, stone, etc., have recently opened up an office and
•salesroom at 4S South Canal street, Chicago, where a full
line of all goods of their manufacture will always be kept
on hand. Mr. John H. Gregg has been placed in charge of
the Chicago branch.
"A Portrait of 'Our Jack,' and Remarks as to His Pecu-
liarities and Family Connections, Ancient and Modem," is
the humorous title of a little vest pocket brochure issued
by Philip S. Justice & Co., Philadelphia. It treats of
"Mother Goose's" jacks, such as "Jacktho House Builder,"
"Jack the Bean Stalk Climber," "Jack Sprat," etc., etc. It
also devotes some space to "Reliance .Tack," known favor-
ably to a great many railway master mechanics and others
as a tremendous fellow for lifting anything that he can get
his shoulders under. A verj' brief reference to wcldlcss
tubes concludes the "volume." The idea of the little book
THE RAILWAY MASTER MECHANIC.
the author to 1
I tenu-
is capitally carrieJ out ;
ine humorist.
—The plant of the Kansas City Car & Wheel Co., at Bir-
mingham, near Kansa.s City, which has been closed since
last February, will be opened up early in .luly by the Mis-
souri Car & Foundry Co., of St. Louis.
— Riehle Bros., of Philadelphia, have separated their
scale and testing machine business, and these branches will
hereafter be carried on by two distinct companies. The
former will be the Kiehle Bros.' Scale Co., and will b.
located at noi-thwest corner Twenty-fourth and Filbert
streets, and the latter wUl be the Riehle Bros.' Testing
Machine Co., located at 413 Market street, Philadeldhia.
THE OFFICIAL RAILWAY LIST.
Changes for the Month of June, 1891.
Atl.\ntu-, Gri.r & H.wax.i.— We learn that this road
which is reported in the Official Railway List as "under
construction" has been entirely abandoned. The postmas-
ter at St. Augustine, Fla., asks that those who send letters
and circulars to the reported officers of the road take note
of this fact.
Atlanta & Floriua.— L Y. Sage elected president.
Atlanta & West Point and Western of Alabama.—
Master Car Builder W. M. Apps resigned.
Atlantic- & Danville.— C. W. Murdaugh appointed
purchasing agent.
Baltimoke ,& Leuigh.— W. R. Crumpton appointed gen
eral manager.
Bellaire, Zasesvii.le & Cincinnati.— Chief Engineer
J. K. Geddes appointed general manager vice W. R. Crump-
ton, resigned.
BcRLiNaTos & MissofRi River. — Robert Balance ap-
teral foremai]
Lller, resigned
Canaihan Pacific. — T. G. Shaughnessy appointed vice
president.
Cape Girardeau- Soi tu
is stated, changed its nai
dean & Fort Smith R. Co.
Central New England & Western.— J. C. Patterson
appointed chief engineer in place of P. P. Dickinson, with
headquarters at Poughkeepsie, N. Y.
Chattanooga, Rome & Columhcs. — Formal possession
of this road taken by the Savannah & Western. It will
henceforth be known as Chattanooga division of Savannah
& Western President Williamson will be superintendcul
of the division between Chattanooga and Griflin and A. N
Sloan will be division freight and passenger agent.
Chesapeake & Ohio. — L. B. Jackson resigned position of
chief engineer of constriction and H. Frazier, superintend-
ent of the Cincinnati and Huntington divisions, appointed
to succeed him. .T. M. Gill, assistant superintendent of
Huntington divisi-iu, appointed to succeed Mr. Frazier,
with head. |ii 111. r- ,ii llniitiiigtou, W. Va.
freight and passenger ageii
Knapp, resigned.
LoflSVILLE, EVANSVII 1 1
George F. Evans, Gencriil I
and General Fi'eight .\l.
Lake Shore* Mi
appointed division n -
at Cleveland xiy .
with office
Chii
• Presi
nmas elected president, Mr.
Malott T ik : . hairman of board of directors.
S.-.-rct:ii \ \ I I iril vice president. F. C.Dorau
iL|.i.niii-, .1 J , ,:,'. I, rice J. W. Clarke, resigned.
I. .V I'MiFic— General Master Car
r. I. \ 1 1 1 cased. Geo. F. Wilson ap-
|. I ■' ■ : motive power and equipment-
II '.: I' iiiU-a assistantsuperintendentof motive
I". iM ut, with headquarters at Horton, Kan.
.li : 1 .h ippointed dirision master mechanic in
. < . _: division, with office at Chicago.
( :■,. I-, -, , II. WiiiAsn & Michigan.— President M. E.
Ini^alls announces the appointment of O. G. MuiTay as
tralbc manager, and J. H. Garaghty as purchasing agent.
All matters with reference to maintenance of property and
transportation remain in charge of N. P. Ramsey, general
manager.
Cleveland, Akron & Columbcs. — Superintendent R. G.
Sharpe resigned. Chief Engineer J. Harrington made gen-
eral superintendent.
Ci.Evri.ANn. CiNriNN-\Ti. Chicago & St. Louis.— Joseph
R;im«''v, .Ir tn :i*;';niii.. .IutIps of general manager vice W.
.M t.n .1.. i.-l: .1. .1 .\. Barnard appointed general
II ;. r ,1 I'-i-n division. John Egan re-
^1- : , .. _, I . lit to take position of superin-
)'i !■ Ill "I uiiii- .1 -■ I II '• with headquarters at Cincin-
n,ii,, L). ij. -M.il :... -.1 1... .c control of passenger and ticket
general passen;
and tick
agent. H. M. Waite appointed to succeed & A. Hermann.
resigned, as assistant engineer. Freight Traffic Manager
E. S. Washburn resigned.
CoMMBCs, Hocking Vallet & Toledo.— J. P. Ramsey
appointed engineer of maintenance of way.
Delaware & HrnsoN Canal Co.— Rollin Manrille, super-
intendent and purchasing agent Pennsylvania division, de-
East Tennessee, Virginia & Georgia.— W. A. C. Ewen
appointed <«)mptroller, with headquarters at SO Broadway.
New York City.
Florida Central & Peninsular.— W. B. Tucker ap-
pointed general manager in charge of the line between
Wildwood and Orlando, with office at Orlando, Fla.
Flint & Pere Marqiette.— Wm. H. Baldwin, of Omaha,
; presjdejjt of Union Pacific, elected gen-
Fic. — E. T. Horn, division supciinN ml. i '
rate, supei-seded by H. Flanders. 1..111,.
vision; C. H. Elliott, division supcrmten.l
ent at Van Buren on Little Rock & Fort Smith, succeede.l
by R. M. Macon.
Mont Alto. — J.F.Boyd appointed to succeed Superin-
tendent and Purchasing Agent Geo. B. Wiestling, deceased
Mexican National.- The purchasing agent of this road
is Mr. Andi'ew Andei-sou, Jr., Mr. Gabriel Morton is treas-
New York Central.— S. A. Crone appointed assistant
superintendent rolling stock.
New York, Lake Erie & Wi- 1 1-1; \ W 1" Turreff ap-
pointed acting superintendeni .1 n.i ,. |...\v,.r of Erie
lines; C.R. Firth appointed -ui.. i mi. ii.l.m ,>f eastern
dirision, to .succeed W. W. StriniiN, r.Mi:n.,i
Northern Pacific Tekmin vr. t .1— E. _>yuu appointed
general manager, with headquarters at Portland. Ore.
Norfolk Southern. — The follo\\ing appointments have
been made: H. C. Hudgins. general freight and passenger
agent, Norfolk, Va. ; I. P. Jernigan, auditor, H. H. S.
Handy, engineer maintenance of way, all of Norfolk, Va. :
G. R. Jougnins, superintendent of motive power, Berkely,
Va. ; W. W. King, superintendent Norfolk dirision, Berk-
lev, and A. M. Hawkins, superintendent Pamlico dirision.
Roper N. C.
Philadelphia & Reading.— Mr. F. W. Fowkesis freight
claim agent of this road.
Pennstlvania Railroad.- T. R. Browne anpolnted as-
sistance master mechanic of Juniata shops, \rith head-
quarters at Altoona, Pa.
Pittsburgh & Western.— K. B. Reynolds appointed
superintendent of northern ^'--'-"- '-• "■ ■ "
partment of the neyvly acqu
ent superintendent of moti\
superintendent of
Central R. & Banking Co.. ni I ....: J I I 1,. \ ■ 1 c n...
lina dirision, embracing th. \ .m i i; .. - ..r
Greensboro and Northwestrin .v..rih . .n . .'mi t ii, I;., h-
mond & Mecklenburg, the Oxford & Clarksvilte. the t.>x ford
& Henderson, and the Slate University railroads, consoli-
dated with the Richmond & DanyiHe dirision and placed
under the charge of Edward Berkeley, superintendent. R.
R. Bridgers appointed superintendent of the Western
North Carolina dirision, rice V. E. McBee promoted. V.
E. McBee appointed general superintendent of the railroad
lines of the Central R. & Banking Co., of Georgia, with
office at Savannah, Ga.
Seattle, Lake Shore & Eastern.— J. M. Hannafoi-d ap-
pointed traffic manager and G. W. Dickinson appointed
superintendent, rice F. W. Dunn, resigned.
Rio Grande Junction.— The ofBce of Thos. Saunders,
superintendent, has been removed from Rifle to New
Castle, Col.
St. Louis Southwestern.— The following announce-
ments of appointments have been made : C. H. Lewis, as-
'nlendont, with headquarters at Pine BhilT.
!. McNeil, resigned,
rmick, of Denver,
with headquarters
I..V>V TO KI'..\<11 U.l.Ml'Ol.
.\ Pullman car now runs from Chicago to JIanilou
Springs without change via the Santa Fo route. It
passes through Kansas City. Pueblo and Colorado
Springs. It leaves Dearborn station on the Denver
limited at six o'clock and reaches Manilou at half
past eight the second morning. No other line can
offer this accommodation. You must change cars on
any other line.
Pullman Palace Cars ai'e run hy the Santa Fe route
without .■li:,ii._.. 'r..,u I 1.-,.;,::,. ,., La- Vc.gas Hoi
«P"";;- " ' ' - - . .1.,. Manitou
and man .; , ,. - . , r ,,, sorts to
which rx.i.r- ,.ii ,:..k,,, an. II. lu^ ,u;aalJ12 Clark
street.
dep.
Off,-
Tliroilgli Venlibiiled and 'roiirii.t Slepperi* Between
Cbicago and Tacoina, Wash., and Port-
land, Ore,
The Wisconsin Central and Northern Pacific lines
run through Pullman Vestibuled and Tourist Sleepers
lirtw.-.-n ciiirayci and Tacoma, Wash., and Portland,
• '1 ' llii ti :iiii known as the ''Pacific E.'cpress" leaves
111. i.iuuil I .iilral passenger station, at the corner of
i'idli avenue and Harrison street, at 10:45 p. m., daily.
For tickets, berths in Pullman or Tourist Sleepers,
etc., apply to Geo. K. Thompson, City Passenger and
Ticket Agent, 20.5 Clark street, or to F. J. Eddy,
Depot Ticket Agent, (irand Central Passenger Sta-
tion, corner Fifth avenue and Harrison street, Chi-
cago, 111.
eral manager, vice H. C. Potter, resigned.
Georgia Southern & Florida.— J. T. Hoge haring re
signed his position as general passenger agent of this and
Macon & Birmingham, all correspondence relative to pas
senger business will be addressed to traffic manager at Ma
con, Ga.
ISTEROCEASIC— F. Gilham appointed general manager tc
succeed Delphin Sanchez.
Line. — R. H. Hood, chief engineer, re-
appointed suporin-
ri..i"iiiiiaster_aboI-
. .'f'the S"
I Itnt of coal
. -lied. H. B.
will have jurisdiction on the Oregon Short Line and bran-
XHE YELLOWSTONE: PARK I.I1VE.
The Northern Pacific Wonderland embraces a list
of attractions simply uucquallod.
The Twin Cities of St. Pan; ami Mlm ,■; - at ihc
head of navigation on th. 1 ii . v^i,.
lard and the Superiors ai 1 ' 1 1 .. i . , -, ,, i.n.-
to the westward the Lai;. 1'. ,-,,i.|'
the Red River vail. 'v Hi. : , ,, ,i:.\,'-\-
lowstone. Ycllmv^i.i . ' . , 1 1 . . man and
the Gallatin vail. . . 11. ,. .,„a,]ji !^nd
the Bitter Rool \ .'1 . . -1 ,, n.. ( nluiiiina,
Lakes Pend d'< n. < . - ...k m, ( itv
and Falls, Paluii-. : . „ , i.,,, y.L
kimaagricultm-a: . , ,, ,; , .,1,-
cade Mountains, la .1 . -..,■., r ,, :, \ ,, ,'.^,
Snoqualme Falls. r.,j.! ^..iim: 11,, 1 ,.iaii.,i.| ru.-'i-'
Po.'tland and the W iluunette \ alley, (iravs Harbor
aral ( 'ity. \\ illapa Harbor and City of South Bend,
\ uliiiia (.11 A ancouvers Island, Alaska on the north,
and Califoiiiia on the south.
The Xortbern Pacific runs two daily express trains
with dining car and complete Pullman service be-
tween St. Paul and Tacoma and Portland, via Hebna
and Butte with through tourist and vestibuled Pidl-
man sleepers from and to Chicago via the Wisconsin
Central, and first class through sleeping car service
in connection with the Chicago. Milwaukee & St.
Paul Railway.
Passengers from the ca.st leaving St. Louis in the
forenoon and Chiea._'o in th.^ afl.-T-nnon. will make
close connections .mil. ii., ..i, , 1 ..;,:. i,,;- ..^ si-
Paul at 9a. 111. k . a" _ 1 . mi, .. at'
night, (
ing St.
Yell,.
Disti'
Railr
a- 'ii-,,[ 111,. Northern Pacific
...1. Ill -I Implying information.
rates, ma ).- 1 1 m. i.u.i, -, ,1,.,. ,i,- application can be
made tu ( lias. .--. tee. (■. P. A,. St. Paul, Minn.
Write to above address foi- the latest and best maii
yet published of Alaska— just out.
THE RAIL^VAY MASTER MECHANIC.
PAIX^WAY JVI^STPJl jVIFCPAJIIC
WALTER D. CROSMAN, Manager
EDWIN N. LEWIS Manager Busin
iitorial Depar
; Department.
PDBLISHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the Intereats of
and machinery. Comi
oolamns are eollcited.
Prior to January 1, 1886, this journal was known as The Rail-
way PnrchaainR Agent. It will still in its newand wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
Subscription price, $roo a year. Advertising rates and details
concerning circulation given on application to the office by mail
or in person. Address
THE RAILWAY MASTER MECHANIC:
The Rookery, Cliicaifo, III
New York Office: 29 Broadway, Room IRJ.
Tilt Official Railway Li»t is published by this
VOL.
CHICAGO, AUGUST 18S1. [NO.
SiiME new tcn-wheelers on one ot the eastern roads
are litted with three kinds of brake apparatus, viz. :
ail-. vaL-uum and steam. This seems a parallel ease
with the man who, to make absolutely sure of destroy-
ing himself, arranged to commit suicide in half
dozen different ways. The result in his case was that
one way counteracted another, and the man lived in
spite of himself: we hope the engineers will have
better luck stopping their trains. Seriously, though,
it does seem that if the exigencies of the traffic re-
quire both air and vacuum fittings, one or the other
medium might have been employed for the driver
brakes in the place of steam.
A.v extremely useful but seldom used fitting on a
locomotive is a coal sprinkler. We don"t mean the
ordinary tank cock, but one attached by piping to the
injector delivery pipe, by means of which the fireman
is enabled to squirt a stream of water to any part of
the tender. The cost of application is trilling, and
there is no adequate reason why all engines should
not be fitted with one. If the injector delivery pipe
is copper a hub can be brazed on at any convenient
point, and an iron pipe i in. or } in. diameter run
from it to the back end of the engine, where either i
common plug or screw cock, with 3 or 4 ft. of rubbei
hose ! in. diameter attached to it, can be placed. If
the delivery pipe is iron, a reducing j can be used in-
stead of a hub. The sprinkler pipe should pi-eferably
be on the right of the engine, as the injector on that
side is generally in constant use, and of course if the
injector is not working no water can come through
the sprinkler. Some, however, think it better to put
it on the left, as so doing will insure that side's in-
jector being started to work every little while, for
the too common practice of letting the injector on the
fireman "s side stand idle until that on the engineer's
side gives out, is apt to result in finding it unservice-
able at a critical moment.
ference from managers':' It will pay to have the true
cause ferreted out— provided the remedy is then
applied.
The value of interchangeability is generally con-
ceded to be so great that it may ho said to bo a part
of the railioad mechanic's creed. As this does not
seem to be fully appieeialed by others ofticially
"greater than they," we would respectfully submit
for the consideration of the management of road:
whose rolling stock is limited to a small num ber of
engines and ears thai, when about to purchase addi-
tional equipment, true economy does not always lie in
giving the order to the lowest bidder. For instance,
if a road has engines built by one firm which have
proved satisfactory, it does not follow that that road
will really gain anything by buying fi-om another
willing to sell the same sized machine for, say $50 less
money. All buildei-s have various standards peculiar
to themselves, unfortunate though it may be to the
buyer, and the consequent lack of interchangeability
in the component parts of engines of different makes
is a matter of much moment, especially to those who
have no shop facilities to speak of. By having I
one build on the road, the store room stock, which
ostly unpi-oduetive capital, can be kept well down
and trouble and confusion saved. Again, suppose one
of the engines is temporarily out of service, undergo-
ing repairs we will say, and another on the road
breaks down ; if both are the product of one firm it
will, in nine cases out of ten, be feasible to replace the
broken part from the engine in the shop, with at
most a few hours delay, instead of having two engines
standing idle until the necessary detail can be pro-
cui-ed fi'om the builders.
"ti. H.'s" LKTTER, published in our .July issue, has
called out many approving letters from railway pur-
chasing agents. One of the latter writes at some
length in this issue regarding some of the points in
"U. H.'s" letter. The writer of the present letter is
at the head of the purchasing department of one of
our largest railway systems, and has had ample oi)-
portunily during his active career to know full well
whereof ho speaks. It does not follow, however, that
all will agree w-ith some of his statements. Those
who take exception to his views in any particular
are welcome to the full and free use of our columns.
"G. H." t«ld briefly of the bad condition that the
supply department is so frequently found to be in.
"H. G. O." now seeks to discover the cause of this
condition. He is on the right track. Most supply
departments are really in bad shape— are being con-
ducted in a manner that is neither economical nor sat-
isfactory. Correction of the evil is to be sought
through eradication of its cause. This cause is to he
found— where':' In the wrong relationships between
the supply and other departments, or in weakness of
supply department heads, or in unwarranted inter-
.loiN T inspection appears to have dropped out of
sight in and about Chicago. The air was full of it
last May. The general superintendents seemed to
want it— or at least they wanted what joint inspection
promised to give. Leading Chicago car officials also ap-
peared to want it, some of them who a year ago turned
the cold shoulder to it. The action ot the Master Car
Builders' Association at Cape May. in sending out a
plan of joint inspection for ballot approval, appeared
to support the spirit of the day. But when the meet-
ing of the heads of car departments of Chicago roads
as held in .Tune the bottom suddenly dropped out of
the whole thing. The meeting was fully attended.
The majority of those attending had expressed them-
selves in one way or another in favor of joint inspec-
tion. But the discussion develo[)ed, or apparently
develojjed, the fact that there was nothing the mat-
ter with the present inspection at Chicago. So the
new plan of joint inspection was laid away so quickly
and so quietly that the question arises as to what,
when it was so soon done for, it was ever begun for.
Either somebody has been crying "wolf," or else
there is a darky located somewhere in the repair
yard wood pile.
Speaking of this little local episode, it might be well
to ask w-hether Mr. .lackson'sattackon joint inspection,
published in this issue, will be met by any among the
late strong advocates of joint inspection at Chictigo.
Mr. .lackson is a railroad man of long experience,
and it is evident that from his standpoint ho knows
thoroughly well w-hat he is talking about, for he
makes no half way statements— he is i)Ositive and
vigorous in his onslaught on all sorts of "joint"
affairs. He offers direct attack upon the proposed
system. Who among those proposing it will meet
his arguments':*
ing requisitions for materials, and the distribution of
authority In the supply department:
Supply agents shall act under instructions from the gen-
eral manager or general superintendent.
Fuel agents, storekeepers, and othei-s engaged locally in
procuring, caring for, or distributing materials or supplies,
shall bo appointed and act under the dii-cction of the supply
agent, with approval of llie general manager or general
superintendent.
Supply agents shall have charge of all second hand ma-
terial and old material not fit to be used again for railroad
purposes, and shall sec that proper record is kept of all
scrap and that same is properly stored.
All i-equisitions made sliall Im- sejit t<i th.- Kcncnil pur-
chasing agent direct, liir :i : I. ,ji,:, •; IS i i > . ; v c ,1 must bo
very closely scrutiin/i . i ■ ,• is not a
standard, or that is nnlc. ,. . , , .nMounls,
should not be ordered, ni ih. mm.miii . i,-, s, , ,,, ii,,i t,,in any
way inci-ease the amount of .stot-k tc. he i-;irri('d over.
Ni material or supplies shall be purchased direct without
the authority of the general purchasing agent, with the
authority of the general manager or general sui>eriutend.
Occasional trips of inspection should be made to Itio vari-
ous local storehouses, and supply agent shall have the right
to question the proper department as to distribution of any
material, either old or new, that does not seem in use.
The supply agent shall keep a detailed account ot the
amount of aU materials and supplies furnished to the de-
partments, in such form, and shall make returns thereof to
the accounting department in such manner and at such
times, as the auditor shall direct.
THK SITI'ATIOIV OF BAILW/
In the purchase, storage and distribution of rail»-ay
supplies the chances that extravagant methods— or
rather methods that i-esult in the equivalent of ex-
travagance—will pi-evail are too great to be ignored.
The fact that on most roads the three steps in the
handling of supplies— purchase, storage and distribu-
tion—are controlled singly or in varied combinations
by different officials is bound to produce wasteful
methods. It becomes necessary, when seeking the I skilled man."
closest economy in operating expenses, to establish all life's race, bj
possible checks upon all conceivable leak holes. In | bilious "brother" to his legs and then building an
pursuance of this idea a prominent system of railways I insurmountable wall lequal wages) in front of him-
has just issued the following circular letter concern- ' se'f '/ It is not "brotherly love'' or anj sentiment of
"Guy Knox" writes vigorously in another col-
umn of this issue on the situation of railway lalx)r. He
speaks plainly— too plainly no doubt to suit those who
hold opposite views. But he does not misstate the
case. Union men will no doubt feel aggrieved that
the habits of unions are so bluntly described; but
they will be hurt simply because the truth has
been told. The trouble is that the truth is so cruel.
The intolerance of unions is exemplified daily: but
union men do not like to have attention called to it.
They know it is indefensible: and they desire to cover
The great mass of them will not attempt to
defend it: they would rather keep quiet about it. In
private conversation they acknowledge the \7rong-
fulness of insisting that an inefficient man shall tie
paid the same as a first class man: acknowledge that
wrong in principle to insist upon the i-etention of.
,n discharged for lack of ability: acknowledge
that it is unmanly, and unbusinesslike, as well as im-
politic, to be forever running a grievance committee
in upon "the old man'' with petty complaint and at-
tempted dictation in defense of "righU." .-Ml these
things are acknowledged privately, but — the evil and
unwise practices go right along just the same. .
We feel that "Guy Knox" is in error in saying that
"no workman belonging to the union ever thinks of
the employers' side of the question'' We
think that a great many of them do,
and that they secretly condemn the ai-gu-
ments and the acts of their tmion. We think that
they, moreover, realize fully just how ridiculous they
frequently make themselves by acts as membei-s of a
union. These men realize that by their passive atti-
tude they permit themselves constantly to be placed
in a false position in the eyes of other men, and fre-
quently to be needlessly forced out of iKJsitions and
homes that they have acquired by long years of en-
deavor. But they feel that they must pin their faith
on their union, no matter what comes. They surren-
der themselves, their interests and their families' in-
terests, to the dictation of their union.
One of their number, capable, bright, ambitious and
industrious, finds that he must, to use "f;uy Knox's "
apt language, " hold up the ignorant and unskilled
workman, and at the same time establish a level above
which he cannot raise himself, because the union to
which he belongs has fixed his fate, beyond his power
to change, and so long as unions control wages jusl so
long must he plod in the same groove with the un-
Whydocs he thus handicap himself in
first tying a worthless, ignorant, unam-
THE RAILWAY MASTER MECHANIC.
August, 1891
that nature that impels this foolish action. We would
like to credit union men with the possession of an
abnormal amount of the milk of human kindness if
they had it. But it is inconceivable that they are any
more richly endowed in this respect than the rest of
men, which latter are not at all in the habit of putting;
millstones around their necks for the benefit of fellow
strugglers for fame and fortune. Aif far as we can see
the real reasons are, first, thoughtlessness, which
leads to the assumption of the conditions mentioned,
and, second, a mixture of pride and fear of social ostra-
cism which prevents the throwing off of these
conditions.
These men of whom we speak, honestly
desire to free their unions from the evil features of
hasty strikes and unjust apportionment of wages.
But they do not apparently act to secure that end,
although they have in many cases greatly improved
the strike feature. They are in much the same posi-
tion as the voters who, realizing acutely the shame of
jobbery in the political world, passively permit the
scheming bosses, with the aid of their heelers, to
continue to inefficiently and dishonestly administer
public affairs. They probably suffer for the reason
the voters do— because they don't ' 'go to the primaries. ''
Now if the right thinking union men would go to
their primaries, so to speak, and see to it that the
men selected to represent them before their employ-
ers, and in their law-making bodies, were good,
broad, representative men, they might free their
unions from much of the odium which they confess
now deservedly rests upon them.
Whether or not it is practicable to so organize
unions as to permit of the individual wage earner be-
ing paid what he is worth— so that the industrious,
able man may have some hopes of a "i-aise" when he
merits it— is a problem not easily determined. The
organization of the ordinary union will not permit of
this bright hope being held out to ambitious labor,
'if one gets the raise, all must get it— even down to
the worthless loafer who merits nothing but peremp-
tory discharge. In many lines of labor the applica-
tion of the piece work system would place all men
upon their respective levels very quickly, and to the
decided advantage of both employer and employed,
although it would not necessarily remove other seri-
ous evils of unions— strikes, for instance. But the
highest hopes for the needed reforms must be placed
■ with the education that our correspondent refers to.
Among educated men dangerous cranks will be found,
it is true, but they are not long permitted to remain
leaders among men equally well educated. They are
influential only with the ignorant; they may occa-
sionally stir up strife between educated labor and its
employer, but their radicalism and sophistries are
soon criticised and overcome.
STKKL CASTINGS.
The paper on "Steel Castings" presented by Mr.
Gantt, of the Midvale Steel Works, at the Providence
meeting of the American Society of Mechanical En-
gineers, contains much that is interesting to railroad
men. The chief conclusions that he has arrived at as
the result of his e-xperience in the foundry are (1)
that steel castings shrink much more and less regu-
larly than those of iron; (2) that the hotter the steel
when poureQ the greater the shrinkage; (U) that for
ordinary work from 3-16 in. to i in. per foot of length
should be allowed for shrinkage, and (4) that as in an-
nealing a heavy scale is formed, a generous allowance
should be made for finish. Regarding this last Mr.
Gantt says:
"Cope surfaces which are to be machined should, in large
or hard castings, have an allowance of from % in. to }., in.
for finish, as a large mass of metal slowly rising in a mold
is apt to become crusty on the surface, and such a crust is
sure to be full of imperfections. On small, soft castings 3*,
in. on drag side and Jf in. on cope side wiU be sufficient.
No core should have less than '^ in. fluish on a side, and
very large ones should have as much as y^ in. on a side.
This seems a great deal, but will be found economical in
the long run."
Great stress is laid on, not only the value, but the
absolute necessity of annealing, and the following
table is given in support of this:
Unannealea.
1 Annealed.
Carbon.
Peroeni.
Tensile
strength.
Elongation.
Percent.
1 Tensile
1 ^'Tr ■
^^7^^t
■33
•63
68,738
85,.'H0
90,U1
2-35
1 ^
1 106,415
IE
Mr. Gantt goes on to say that blow holes, which we
have come to consider one of the banes of steel cast-
ings, can be entirely avoided by a sufficient addition of
silicon and manganese, but both of these cause brit-
tleness; the great desideratum is to put in only enough
to make the casting solid. Speaking of the percent-
age of carbon required in various classes of castings,
he says:
"The proper steel for roll pinions, hammer dies, etc.,
seems to be that containing about 0-6 per cent, of carbon.
Such castings properly annealed have worn well and sel-
dom broken. Miscellaneous gearings should contain car-
bon 0-4 per cent, to O'ti per cent., gears large in diameter
being softest. General machinery castings should, as a
rule, contain less than 0*4 per cent, of carbon, those exposed
to gi-eat shocks containing as low as OS per cent, of carbon.
Such castings will give a tensile strength of from 60,000 to
80,000 lbs. persq. in., and at least 1.5 per cent, extension in
a specimen 2 in. long."
Roughly speaking, a steel casting may be taken as
being three times as strong as an iron one, but as the
ditficulty of making a sound casting is much greater
where the sections are thin, this ratio is considerably
reduced the smaller the casting is. In view of the
difficulties attending the founding of steel we should
not be too prone to blame the moulder it castings do
not come as true to pattern as we expect them to.
WATKR PUKIFICVTION.
The brief defense of scale removing boiler com-
pounds, presented by a correspondent else\7here in
this issue, is well based. "Boiler compounds" have
not enjoyed even a good standing with master me-
chanics because of the numerous failures attending
their use. One and another of them — we may better
say dozens of them— have been introduced to the atten-
tion of master mechanics, have been given a trial,
have accomplished nothing of value, and have passed
into the long list of "failures." Their brief history
i& recorded in a few oftice memorandums and in the
minds of a great many mechanical officials who
deemed the tests connected therewith so disappoint-
ing as to be unworthy of record. It took but little
pursuasion by the agents of most of them to secure a
trial. The water was bad and the master mechanics
welcomed anybody who gave anything like a promise
of relief. But somehow or other the promised relief
did not materialize, and of course the water re-
mained just as bad as it was at the beginning.
Then it began to be unde>stood why the compounds
failed. It was because they were designed as "all
around'' cures. What is meat to one man may be poison
to another; and although the comparison may not be
e.xact, it has been shown that what is good for one
water is far from good for another. Our correspond-
ent briefly argues to the point that a special compound
is needed to purify a special water. This
is chemical science; and chemical science and
not quackery must be looked to for help in
water purification. Mr Gibbs of the Chicago,
Milwaukee & St. Paul road told at the Cape May
convention of his successful efforts to purify special
waters with special compounds and this practical
support of the statements of our correspondent should
be heeded. Because certain boiler compounds advo-
cates have falsely claimed a ' cure-all," compounds
should not be entirely tabooed. They should be given
a fair chance.
The question of e.\i)6nse, as considered aside from
the question of efficiency, merits, however, fair con-
sideration at the same time. It is contended by some
master mechanics that with the quoted costs of many
compounds the expense of renewing flues and re-
pairing boiler plates provides but a fair balance be-
tween the costs of the purifying and not purifying
methods. The same thing is contended as regai'ds
mechanical xJui'ifiers. Some few of the latter have
been shown to produce remarkable results. In fact,
the report of the master mechanics' committee on
water purification was, we fear, as unjust to mechani-
cal as to chemical purifiers. (We are convinced, we
may say here, that this injustice was not studied—
that indeed it resulted from simply the form of
the report which was in substance only a resume of
information received). It is a fact that a scientifi-
cally designed mechanical purifier does good work
and also a fact that a scientifically prepared com-
pound does the same. The ideal method of handling
this bad water problem is to purify the water before
it ever entei'S even the tank. But so far this ideal
method has been barred by the item of expense. This
bar still exists and promises to for a long time to
time. Let intelligent investigation, then, be made of
those methods which treat the water after it is taken
from the station. But of these methods avoid the me-
chanical purifier that is complex in detail and that
cannot be replaced at reasonable cost when finally
choked with scale, as it will be: and also avoid the
"compound" which is not especially prepared to meet
the requirements of a ijiven water— in other words,
the "cure-all" nostrums.
COMMUNICATIONS.
Early Locomotive Building at Chicago.
To the Editor of The Itaihvay Master Mechanic :
BcFFAio, N. Y., 13G Richmond Av., July I'J, 1S91.
I notice that in your description of exhibits at the late
conventions at Cape May you speak of a model locomotive
there shown as one of the first, if not the first, locomotives
built in Chicago.
In IS.").! there were running on the Galena & Chicago
Union Kailroad, now the C. & N. W., at least two locomo-
tives which were built in Chicago— the "Enterprise" and the
"Como." Th.' C, V. ,t Q. hud another of them— the "Gar-
den City." 'flH' ^)h.|) w liiTO they were built was on the
south sid.-, as lai' i!m\\ n as Twelftti street, and if tlie mem.
Locomotivc Worlis. At the date mentioned it was closed.
The writer does not know how many engines were built
there, but remembers the three mentioned.
A few loci)nii>tivos were l)uilt in Milwaukee at about the
who'nia.i.
put them I
. ■ liir 1 out at Port-
. ,1 Miaii aamed Waters,
. iiiisi tari nxi al I'ortland, and
• west. Another, the "White-
water," an .outside cylinder, was afterwards built, which,
from some fault, proved to be useless, and lay around the
side tracks in Milwaukee for a long time before it was
broken up. These were built for the Milwaukee & Prairie
du Chien Railroad. After this about a half a dozen were
built in another shop (lS.'j(i-7) for the LaCrosse & Milwau-
kee Railroad. The designer's name was Romans, it the
writer is not mistaken.
So locomotive building in the west is no new thing.
Yom-s very truly, Geo. B. Snow.
Water Purification.
PniLiDELpniA, Pa., July 3, 1891.
To the Editor of The Kailway Master Mechanic:
The report of the committee on water purification at the
convention of the Amei-ican Railway Master Mechanics'
Association was by no means one which would tend to
remedy the scale evil ; in fact it was merely a report of
what not to do.
Having given the matter of boUer incrustations and
water purification considerable time and attention, I may
be able to account in a measm-e for the many failures re-
ported by the committee and to suggest a way of proceed-
ing to obtain the desired results.
The principal cause of failure with most of the boiler
compounds and solvents can be summed up in a very few
words — one preparation is made to do the work in aU waters,
no account being taken of the fact that rarely can two
waters be found which wiU analyze alike. If we will but
think of this for a moment we will sec that removing the
scale in such cases would be just as much an impossibility
as it would be for a doctor to cure all his patients with one
kind of medicine.
The only rational way to overcome tliis difficulty is to
have an analysis made of the water fmni each lank uii the
road and have a remedy prepared liy son u. uliu is
thoroughly familiar with the subject ami uh.i.aa make a
special compound for each case according ie the leijuirc-
ments, and at such a price that sufficient quantities could
be used to pi-event the formation of any scale whatever.
Another cause of failure is that the directions given by
the manufacturer of the preparation are not followed
closely enough, too much discretion being left to the one
having charge of its use.
ArousT, 1891
THE RAILWAY MASTER MECHANIC.
The uecessity of such a preparation is appaiviit to e
one who is ia any way connected with the motive pow
a raili-oad. The loss of fuel, time wasted in getting up
steam, the holding of same while being worked hard, put-
ting in new tubes and stay bolts, patching boiler, ct^*.
all items of expense which would be reduced to a minimum
if the boilers were kept free from scale.
The loss of fuel in itself ifc a very large item, but ont
which cannot be estimated to any degree of certainty ot
account of some of the incrustations being better conduc
tors of heat than othei-s. A scale composed largely of sul
phates of lime and magnesia would require more fuel tc
heat through it than would nuc .Tpmiioscd of the carbonates
of Ihesame. The figures . -•:. /. 1 1.;, •),, K,\.,,\ :
ter Mechanics' Associatinn i ■; ii
scale), are accurate em.u-i
show what could be aci-ompn^ip ■: ^ 1 1, ,i i.,,!, , > ,,ti,|h
which could do what was uxpectcd of it. Vet the lo
per 1-Hi in. of sulphate scale would be gi-eater.
Benj. Nlsbac
The Labor Situation on the Railroads.
To the Editor of the Haitway Miister Merliimie:
One of the most serious questions that confront the rail-
road olHcials to-day, is that of the trades unions' unjust de-
mauds upon them. T'he unions embrace the conducloi-s,
eugineeis, fii-emen, switchmen and trainmen, besides the
shopmen, who belong to various ordei-s, such as Knightsof
Labor,Molders' Unions and others, according to trade. The
raili-oad officials may employ any number of men they may
choose, but they must belong to the union or his union men
will strike. Then, after he has given employment to as
many men as he requires, and they have had ample time to
demonstrate their fitness for the positions they occupy, the
official discovers that quite a number of men so employed
ai*e not up to his requirements, and he proceeds to discharge
thera and fill their places with other men who can do his
work as it should be done; and again the union steps in and
says: " You can't discharge these men. They ai*e mechan-
ics and belong to our union, and until they commit some
overt act, thej' must remain in the employ of this company.
or we will strike." It makes no difference to the union
how poor a workman the man may be, whether he can hon-
estly earn one dollai- per day or three dollars. He belongs
to the union. The union has fixed the price and that settles
it. There is no appeal, and the company must submit to
the demands of the unions, or suffer from a prolonged
If a superintendent of motive power employs an engineer
he must belong to the B. of L. E. ; that means, he must
have run an engine for one year. It may have been a
switch engine on tome road with o»ly two road engines and
a switcher; but he has run his year, and i-f entitled to all
the rights and privileges of the great B. of L. E. He may
be a howling failure as far as successful running is con-
cerned; but he has all the protection of the order to which
the very best man in itis entitled, and what you can do about
iti Two engines of the same class, and both in precisely
the same condition, will be given in charge of two B. of L.
E. men. One of them will make 50 miles to the ton of
coal,and 40 to 50 to the pint of oil.will run 50 to GO miles on a
tank of water, is always on timc,and is a first class, careful
man. The other man will make 40 miles to the ton of coal,
25 miles to the pint of oil, will take water at every tank on
the line, and be eternally late. The first man is careful
about uUowint; his engine to slip and thus injure her tire;
he is careful in looking her over at the end of his run ; her
pins, guides, rods, journals, eccentrics and everything
show the careful, attentive en^neer, a man who keeps his
engine in service until she is fairly worn out with very lit-
tle running repair expense, while the second man is a per-
petual source of annoyance. The Ihtter slips his engine every
time he starts her, and slips her in reverse motion when-
ever he wants to stop quickly ; he does not get more than
Iwo-thirds as much wear from his tire as the first man
does; his engine don't last as long, costs more for ininning
repairs, and in the end costs a thousand dollars more to
give her a general overhauling than the first man's.
But what can you doJ He belongs to the union, and they
take no cognizance of general cussedness; he gets over the
road after a fashion, and you must pay him just as much
money as if he were a first class man. The same condition
prevails with the firemen. One may be clean, saving in
fuel, and greatly assist his engineer; wh le another may be
slovenly in his habits, expensive in fuel, and of no assist-
ance to his engineer. And yet the union says they must
both receive the same pay regardless of what the company
may say, and there is no help for it.
The same general condition applies to all classes of labor,
some of each organization being bn^adly intelligent and skill-
ful, while others are ignorant and unskillful and generally
worthless; but the same inexorable law governs all. The
intelligent and skilled workman must hold up the ignorant
and unskilled workman, and at the same time establish a
vhich
union to which he belurjL'- '..i^ i:\<-.i ;■ - t.ii.-. i.>_. mikI liis
power to change, and so lonjj a.s unions eoiitrol w:iges, just
so long must he plod in the same groove with the unskilled
man. A raili-oad company may have in its employ men who
are capable of being master mechanics, superintendents or
yardmasters, and believing that their interests will be
carefully looked after, appoint them to whatever position
they deem them best fitted to fill; and then the trouble be-
gins. The men in the department to which the new man
is assigned, don't like him; he is too much of a company
man to suit them, and they demand his removal. The
company declines, and the men strike. Then come slug-
ging matches, link and pin slinging and derailments; and
everything that can be done to annoy the company and
cause them expense is resorted to by the men who for years
have received their bread and butter from them. How
strange a thing it is, too, that no matter how good a man
may be or how well skilled in his line, if he does not belong
to the union, he is in their estimation a scab and everything
else that is \'ile, if he takes the place of a striker. But let
him join the union, and all his vileness disappears and he
becomes pure and unspotted.
No workman belonging to the union ever thinks of the
employer's side of the question. They never think, when
they demand eight hours for a day's work and the same
pay as formerly received for ten, that their employer is
working sixteen to twenty hours and wearing out his life
in his struggle to make both ends meet and keep his business
alive in order that his employes might have any work at all.
The writer believes in unions, but they must be on the
basis of intelligent co-operation with their employers to
mutually assist each other in building up their several in-
This question of labor has got to be settled in some way.
Every man is fully entitled to what he can earn, but what
that amount is must be determined by the value of his out-
put,and not by the value put upon his labor by any system of
trades' unions.
Is there any remedy? Can the roads in any way protect
themselves from this perpetual strike menaced The
writer has given a gi-eat deal of thought to this subject.and
he believes that there are but two ways to solve the prob-
lem satisfactorily. The first is to adopt the system of
piece work in all shops and dispense mth the day wages
system entii'ely, thus giving the skilled mechanic an oppor-
tunity to exercise his skill to his own and the company's
advantage and at the same time let the unskilled man find
his proper level. The second is, that in the employment
of men to fill even the lowliest position, see to it that every
man has at least a common school education ; for if you
employ a brakeman, he, some day, expects to run a train ;
if a switchman, he aspires to be a foreman or yard master;
if a wiper, he will some day aspire to be a fireman, and if a
fireman he looks longingly forward to the lime when he
can sit on the right side and look out for cows. Let the
railroads try this plan. It will lake a few years to fully
demonstrate it, but it will surely give you a class of men with
whom you can reason, and to whose intelligence you can
safely appeal in case of any difficulty arising between them
and their employers ; and with a class of men educated and
capable, the same causes for real or supposed grievances
would not arise. High priced and greatly improved ma-
chinei-j- is daily coming into use on our railroads, and it
needs the vei-y broadest intelligence to manage it, so that
it may do its full part towards earning its share of the in-
terest on the bonds. Be careful then, you who employ
labor, not to employ a man with less intelligence than the
machine he is expected to run. The man who is a skilled
mechanic, honest and faithful in the discharge of his dut-
ies, needs no union to bolster up his position or sustain a
certain scale of wages. It is useless to have the top rounds
of the ladder strong if the bottom rounds are rotten. Build,
then, upon the foundation of intelligence, faithfulness and
capability, and the strike nuisance will socn disappear
from the land. Gi y Knox.
Joint Inspection.
Boston, July 13, 1S91.
To the Editor of the liailwaj' Master Mechanic:
lieferring to the matter of joint inspection as treated edi-
torily and in a communication signed "Master Mechanic,"
in your June issue, I would say that I am opposed to joint
inspection, joint agencies, joint yardmasters, joint any-
thing, between railroads. 1 have had some experience as
traveling auditor in settling a number of joint agencies on
two large lines, and in no case (where any considerable
business was done)have I failed to find their accounts short
more or less, on one side or the other. I believe this is the
case with other roads than those the writer represented. I
have had a little experience with joint yardmasters and
know of the experience of others, and in no case has
the yard work been satisfactory under such control. Thank
the Lord I have had no personal experience in joint car in-
s]Miti(Mi! I have had enough experience with joint
ag.iiis iiiid yiirdmasters to prevent wishing for "any more
joint in mine." I hope you will pai-don the slang.
Your editorial makes complaint, first, that inspectoi-s are
ignorant of the rules of interchange; second, that fore-
men are held down by being forced to employ incompe-
tent men frequently. Now whose fault is it that inspectors
are ignorant of the rules f Surel y not the man who is not
furnished with them. Then it must be the fault of the
foremen and managers, who neglect the plain duty of sup-
plying the book of rules, talking them over and explaining
them to the men. As to hiring incompetent men : It would
seem that that could very easily be overcome by putting
the new hand to work with a competent man who will be
directed to instruct him. As inspectors frequently, if not
generally, work in pairs, this would be easy to arrange,
if not, put him into the car shop to work, and teach him
the things to be looked out for. It may be said that while
the man is being instructed the company will be short a
man. If, however, the foreman is attending to his business
he will look out for his help and have these apprentices at
work and ready to go into the yard when necessity arises.
Inspectors must be taught in the yard or in the shops.
Competent car inspectors like most other competent rail-
road men are not lying around loose to be picked up at will
when anybody wants a good man. Men are not bom cai'
inspectoi*s; they must be taught tneir work before they
can be considered competent men. Notwithstanding the
talk about the ignorance and incompetence of car inspec-'
tors the \vriter ventures the assertionthat not one of the
general managers or officials that "Master Mechanic"
says are liable to order a joint inspection would take the re-
sponsibility of ordering a car to be sent out in a train
(without repairs) which the most ignorant inspector had
condemned as unsafe to run. The only exception would be
where an officer was an expert car inspector.
There are two matters of danger for a car inspector to
look out for. The first and greatest is the danger of wreck-
ing the car and the train. The second is the danger of
damage to the car alone, which under the present absurd
rule is chargeable to the road which cards the car whether
the damage is old or new. This second danger causes most
of the trouble which joint inspection is expected to over-
come. Under the M. C. B. rules the matter is in a queer
muddle. When you object to paying for the repair of old
damages on a car, which you card to save delay, and ask
the association to amend the rule, the reply is, "there is no
trouble about that, you must be particular in your inspeo-
tion and not receive without card any defective car."
That would relieve your line, but how about the other fel-
low? And yet nothing has raised the question of jomt in-
spection but the fact that some inspectors are more partic-
ular than others. Carrying out the rules strictly will cause
more delay than occurs at present while roads are con-
stantly carding cars to their own loss to save delay. The
writer and many other railroad men would like to see the
M. C. B. rules literally lived up to one year, on the basis of
the excuse given for retaining the rule referred to. If
this were done the next reconsideration of the rules would
result in some changes, and the roads with large equip-
ment which now profit by the rules would vote all their
cars for a change.
At present, to save delay, we are asked to go into joint
inspection, undoubtedly with the view that the roads rep-
resented in such joint inspection will, as between them-
selves, allow cars to go forward which, under the system
of individual inspection, wodld have to be carded or trans-
ferred. If not, where is the gain or use of joint inspection)
That this is true, is proven by the fact that the cry for
joint inspection is generally from a road which claims that
the connecting road inspects too closely— not that its men
are ignorant or incompetent, but that they do their work too
well. The writer has been approached in two ways on this
question. First, by the request for a private arrangement
which would accept cars without cards which under the
rules would require cards; second, by a square request to
accept joint inspection. Joint inspection would require the
same number of men, so that no money would be saved by
it. Tlie only advantage joint inspection could give would
be to send forward cars which under the rules must be
carded or transferred. In other words, to evade the rules
which the roads had agreed should govern the transfer of
cars. It is a fact, that by a system of joint inspection and
mutual understanding, some of the larger roads are evad-
ing the rules, though their representatives go to the asso-
ciation meetings yearly and reaffirm them every time.
There can be no other object in joint inspection between
roadssubscribing to the M. C. B. rules than to make the
operation of the rules less onerous. How much easier and
cheaper it would be to make the rules more reasonable.
Such a course would not relieve from their duties, and re-
sponsibilities, the men whose duty it is to look after their
inspectors, see that they are properly instructed, and that
they do their work well. They could not hide behind a
superintendent of joint inspection. They are paid largely
114
THE RAIL^A^AY MASTER MECHANIC.
Au(
to assume these duties and i-esponsibilities, and in jus-
tice to thcii- companies they should not be allowed to shove
them off on some one else. Under joint inspection if they
undertake to look after the intcrestof their companies they
wiU be always in a row. The only way to avoid this trou-
ble is to assume that the "king can do no wrong," and ac-
cept the decision of the joint man whether it is just or not-
In your editorial you speak of wrecks caused daily by
poor inspection. Can you prove this assertioji! The writer
has had a number of years' experience and cannot call to
mind a single instance where a wreck was proven to be
chargeable to poor inspection. Wrecks may have occun-ed
from this cause, but I have not known it to be shown beyond
a reasonable doubt that they were. This experience speaks
weUfor "ignorant and incompetent" inspectors' work, orelse
indicates that they had exceptional success in hiding then-
mistakes or carelessness. No other set of men on a rail-
road have ever been so successful in hiding themselves if
your broad statement U correct. In this connection pei-
mit the >vriter to say that after Ifi yeais' experience he has
found no class of men who had a higher idea of their per-
sonal responsibility or took more pains to make themselves
and their employers' property safe than these same "igno-
rant and incompetent" men.
Your editorial states truly that different railroad compa-
nies, foremen and many master car-builders do not agree as
to the meaning of the rules of interchange. This is the real
reason why many differences occur between inspectors at
junctions. Would it not then be more sensible to make
rules on which they could agree, and have them see to it
that their inspectors understood them and worked in ac-
cord with them, rather than to relieve them by gi\'ing them
a chance to put forward the joint inspection as a reason for
doing things which they would not have permitted if they
were looking after the work themselves; Your superin-
tendent of joint inspection might hold opinions different
from the master car-builders and foremen of the majority
of the roads represented in the bureau. How can a con-
scientous man submit without protest to a wrong to his em-
plover because a joint man says so! Railroad men as a
rule are rather opposed to seUing out their own judgment
at the dictation of anybody.
Notwithstanding the M. C. B. rules, or any possible
rules, car inspection is very largely a matter of pei-sonal
judgment as to the probable and possible consequences of
a defect. Men are never alike. They are not cast in the
same mold. They do not see things alike. It is a good
thing for the raiU-oads that they do not. If they did there
would be an end to improvement. However, as they do
not see alike, there is a difference in judgment and no rule
«an change this while men are men.
"Master Mechanic's" plan, as stated, indicates that the
bureau will involve an added expense. He says each road
would inspect its cars as now, and if cards were required
would call on the joint iaspector who would put them on.
Now, if the joint superintendent (or whoever puts on the
cards) does not reinspect the car, why not let the man who
decided that it needed a card get it from the party offering
the car, rather than open a circumlocution ofHee* Aside
from this, however, if each road hires and discharges its
own men, it has all the guarantee it can have that its men
WiU do the work as it wants it done. But if it must call in
Tom, Dick and HaiTj- and consult them before it can dis-
charge a man, and if Tom, Dick and Hairy do not agree,
the man stays, its inilueuce on that man is lost, and he
looks to the parties who sustain him to keep him employed
against the wish of the road who, as the men say, "has it
in for him." The situation is the same if a joint superin-
tendent is the party appealed to in the case.
It is claimed that in individual inspection the men some-
times make a personal matter of the business and some-
times arbitrarily refuse cars to get even with the other
3:de, and this is urged as a reason in favor of joint inspec-
tion. If such a state of affairs should occur, there is no
special trouble in bringing the men back to a business basis.
By the way, it is sometimes a good thing to give an over-
particular party a taste of his own medicine. Nothing will
cure him any quicker than this, and nothing will effect a
more lasting'cure. It sometimes has an equally good effect
with others beside car inspectors.
It has been said no man can serve two masters. He will
love one and hate the other. There is much in past experi-
ence to prove that this is true of joint employes. The
writer remembers a general superintendent saying that he
bad had constant trouble at one of his junction points, and
that he had finally an-anged so that everything went
smoothly. His panacea, on inquiry, proved to be joint in-
spectors and a joint yardmastcr. Within a year or so he
appointed a division superintendent, who found that the
panacea worked so much against the interest of his com-
pany that he felt obliged to break up the arrangement and
go back to individual car inspectors and an individual yard-
master. During the time the arrangement lasted there was
sent to a connecting line one string of more than 20 empty
coal cars, 11 of which had to go to the shop for repairs be-
fore they were safe to use, and all the rest of which re-
quired yard repairs before they could be sent out to load.
From this and other similar experiences it seems evident
that a system of joint inspection detracts from the value of
the inspection. In the instance referred to, as long as the
joint business lasted, there was constant complaint of the
condition of cars that were allowed to pass.
;s human nature with railroads, as with individuals, to
0 get the best end of a bargain when they can. It is
difficult to iind a man who is strictly impartial even with
the best intention to be so. He will love one better than
the other. The sentiment of loyalty to the i-oad which he
has done the most for and which has done the most for him
can only be wiped out by making a change and identifying
himself with another. This will do it. The writer re-
membei-s that on the eve of changing from a road where he
had spent 15 years, to another which had been to a certain
extent an opposition line, the question occurred to him
whether he could feel as loyal to the new line as to the old
one. He went, however, to the new line, and soon felt as
loyal to the new as he was formerly to the old. The way
tor a loyal man to overcome this feeling of loyalty to his
employer is not by accepting a joint position. Nothingwill
insure so good work for a raUroad as this feeling of loyalty
which makes a man take pride in his road and his work for
it. You cannot have this feeling of personal loyalty to
each of the roads represented in any bureau of joint work,
car inspection included.
Coming up from Cape May the writer had a little con-
versation on this subject with a member of the M. C. B.
Association. The reason he gave for favoring joint inspec-
tion at Chicago was the number of yards, their distance
from each other and the time it would taV e to get a card
for a car if a card was demanded. Safety on a raih-oad can
only be secured at the cost of more or less lost time to one
train or the other, and safety as to cars may cost some lost
time to an individual car, but is not the safety in the case
of trains and cars worth the time 1 Time, it is true, is an
important element in i-ailroad transportation, but safety is
the most important element. It would be as cheap to the
roads to take the risk of the cars without paying for joint
inspection as to take the chances under joint inspection.
Railroading seems to be governed by "fads" in these days.
The "fads" are in many cases not new ideas or principles by
any means. Is it not probable that the "fad" of taking
only young men for railroad positions is giving birth to
more "fads" because of men hunting some way to get prom-
inently before the railroad world, and so help their posi.
tions ? If not, why is it that so many things are taken up
and pushed now, which had their day long ago! A wise
conservatism which can be secui'ed by the influence of
men who have been through the mill, and have kept up
with the progress of real improvements in their business,
would seem to be a good thing and would prevent many of
these new-old ideas becoming questions to be knocked out
a second time. Joint car inspection, which now seems t'j be-
gin to be considered a panacea for many ills, is by no means
new. Several years ago a prominent railroader claimed, in
convei-sing with the writer, that he had started the plan at
a certain point: and that an officer of the connecting road
had carried the idea that it originated with him, in other
words had stolen his thunder. Now, the fact is it was
even then old thunder, not new to either. Joint car inspec-
tion is an old idea, and never was really a success except
in the eyes of officers who did not want to be bothered, and
really knew very little of the practical workings of the
To relieve the friction in interchange of cars it would seem
that the proper lubricant would be reasonable rules, and
agreed understanding of them, generally and in detail,
every one to be governed by the rules and the agi-eed
interpretation of them. This would not prevent all friction,
but would reduce it to the minimum. Until all men see alike
and judge alike you will still have left the friction caused
by honest differences of opinion. This friction resulting
from honest differences of opinion will last as long as mei
are men. It is as near as you will get to the milleniura
Joint inspection will get no nearer.
The same arguments which are used to favor joint inspec
tion will apply equally well to railroad officials, joint
presidents, general managers, general superintendents,
general freight agents, general passenger agents, and in
fact to every general department. Such an arrangement
would save the railroads some money which is non
pended in these positions. But it will be said the interests
of the roads are antagonistic,and that men are needed to look
after the interests of each road,So in car in3pection,interests
are antagonistic, and each road needs its own men to look
after its interests. The proposition as to officials s
absurd, perhaps, but it is no more so than the one i
joint car inspectors.
If general managers and superintendents see fit to give
an arbitrary order that joint inspection must be tried, theii
order will clear every body but themselves. They wil
then take the responsibility. It would, however, seem a
strange move for them to give such an order when they
ould not undertake to ignore the decision of their own
.en in the case of an individual car on their own road, and
order it sent forwai-d without repairs after it was con-
demned as unsafe to run. It looks as though the reasonable
thing for managers and superintendents to do would be
to insist that the men they hire to take such responsibili-
ties must accept the situation and see that the men under
them do their duty promptly so that there shall be as little
delay as possible consistent with safety. The Gordian
knot may be cut but it is not certain that it will be in the
wa.v some seem to fear. If cut it is not certain that it will
not need to be re-tied, A. A. Jackson.
Tn the Eiiitnr of the Railway Master Mechanic:
In looking over the article in your issue of July,
"G, H." wherein he lays open the relati
isling between the supply or purchasing departments and
the other departments in the service, I find many points
suggested, but I desire, at least for the present, to deal with
the most important one, viz,, that relating to the mechani-
cal department.
It is, perhaps, unfortunately the case that in some locali-
ties a portion of the stated diificulties do really exist; but
it is also a fact that there never was and never will be an
abuse without its attendant cause, and, generally speaking,
the most potent cause of aU of this trouble grows out of
indiycrence upon the part of the buying deparlment, de-
veloped principally from an almost entire and abject de-
pendence upon the "recommendations" of the "consump-
tive" departments, a dependence that is due solely to the
lack of the requisite practical knowledge of material and
its proper uses.
In being thus so utterly dependent upon the users of the
material, who are, in many cases, most stupidly prejudiced,
owing, perhaps, to some of the manv sorts of "obligations"
that they are hampered with, they, the users, as a natural re-
sult, eventually assume to "dictate" and thus is established
this common but pernicious abuse which is absolutely fatal
to the economical administration of a buying department.
The purchasing department of a railway will be just ex-
actly what its "head" makes it, or allows it to be made,
and nothing more. If it has degenerated into the "obedient
servant of all other departments," and "can hardly be said
to be its own master even;" "subservient to others," "seen
but not heard," criticised and generally buffeted, it might
be well to ask if there cannot be a cause located.
Is it because the "head" of that department clearly and
unquestionably shows his fitness by his assumption and
maintainanrn of an tiDcmnpromisiiiL' iiulopnndence bred
from pra*-ti.;i* iiil'dnnininn :in,i r:iiiiili;itity wit li the duties
above he aN,, aisphiys 111.' |i,is,srsM,iu c'l it lai'gc fund of
general kno\\ ledge of railway artaii's, thereby commanding
the respect and attention of his superiors, that causes him
to be deprived of the "mastery of his own department,"
and to be "seen but not heard J"
If not for these reasons is it then because after first pos-
sessing the ability he is able to locate serious abuses and
with clean hands boldly denounce them, no matter who it
hurts, and vigorously applies the remedy that he is thus
relegated to "subsei-viency to others?"
No, it would not seem due to these indispensable qualifi-
cations that the "head" of the purchasing department is
embarrassed, but rather to the lack of them, or failure
through indlfftreiice to exercise them.
It should always be the unalterable aim of every railway
company to first secure men who do fill these requirements
—and there are no doubt many in this country— then to ab-
solutely entrust to them the purchasing of their material,
give them their full confidence and support, then, if after
enjoying these necessary facilities there is a failure, remove
the man, as the fault lies there, and not with the system.
Again, can this confidence be established or retained by
the "trusted" representatives of the supply and mechani-
cal departments being seen upon every occasion the so,
called "guests" of certain supply houses who entertain at
expensive hotels, or by being the prominent figures in cele-
brated yachting junkets,or in wining and dining with every
salesman who importunes them ! Hardly, as aside from
being scrupulously honest, a man in this relation to others
must also appear to be honest and thus avoid the occasions
of many complicating predicaments.
It is indeed a most pitiable spectacle to witness a supply
department conducted upon the absurd plan portrayed by
"G. H," but it is equally deplorable to realize that this "in-
difference," ofttimes born of total ignorance is the ultimate
cause in many cases. However, it is fortunate to note that
there are some few railways in the country where this con-
fidence is fully enjoyed by the "head" of the supply de-
but it is also a further fact that such a condition
AroL-ST, 1801
THE RAILWAY MASTER MECHANIC.
eould not endure an houi- if it should be conceded that the
"dictation" theory would hold good. True, on such i-oads
consultations are numerous but the buyer decides in what
to his judsrment seem the best interests of his company
after viewing the situation from all of the many points of
view and considering the suggestions offered by those who
are properly qualified to offer them.
I have, as stated, thus far considered only the relations
between the mechanical and purchasing departments but
tliere is, as a contributive cause for this "indifference,"
also another but equally pernicious class of "dictation"
which is arrogantly indulged in by many so called "man-
agers" who, in their ridiculous egotism and blustering dis-
play of self importance and in their pretending a universal
knowledge of all the minutiae of railway affairs although
they "possess it not," proceed to systematically require
purchases to be made in certain quarters, thinking perhaps
that the cause of such action upon their part is unfathom-
able, while the pei-sons who thus secure the profit of their
absurdity— usually at the company's expense— totally
ignore the purchasing department and by their action and
influence others soon do likewise with the inevitable result
—"indifference" on the part of the buyer.
The absolute remedies for these evils will, I am fearful,
become as unstable and as varied as M. C. B. standards,
but briefly, the easiest solution is to first secure men to fill
1 positions in the mechanical department
THE NEW SHOPS OF THE NOETHEEN PACIFIC EAII-
EOAD COMPANY AT TACOMA, WASH.
The new railroad shops of the Northern Puciiio at
Tacoma would awaken admiration in the mind of any
visitoi' interested in such thinffs if they stood in one
of the oldest and wealthiest sections of this country.
To come ujran them suddenly "in the continuous
woods" which border the shores of Puget Sound, as
one emerges from the unsubdued wildernesses of Mon-
tana, Idaho and Washington, is astounding-, and
makes one believe for the moment the stories told of
the work of genii in Arabian tales. It is only when
one inquires into the amount of business done by the
Northern Pacific in these regions and the locomotive
and car equipment required by it that the wisdom of
building and equipping such shops in such a location
becomes apparent. Mr. H. H. Warner, master
mechanic of the three divisions of the road which
converge at Tacoma, has managed to keep 118 loco-
motives in good shape with a small sho)), a few ma-
chine tools and a roundhouse with seven stalls, but
the task hai been a severe one— too severe to be re-
quired of any man. Even with the new shops the
are competent, practical and intelligent, but above all | ^y"''*^ ^*''" ""' ^ ^0 "^"^y. for the number of locomo-
scrupulously free from any and all embarassing complica- I tives on these divisions must inevitably be largely in-
tions of a pei-sonal nature, and a purchasing agent who, in I creased to meet the demands of the business which is
addition to the possession of these absolutely indispensable so rapidly developing in this region of marvellous
attributes, has sufficient moral force of character to stand I growth and miraculous possibilities, and to do the
work of the branch lines which are now under con-
to his convictions when he knows he is right, regardle:
the result to individuals, and to thereby enforce the
spect of others. With such a staff all the friction
difHcultles of the past and present wUl soon pass awa;
the full realization of the fact that all interests are mutual
and the result w-ill be that the common employer will be
dircctlv benefited
Co-operation with the Farchaslng Agent.
New York, July i, 1891.
To the Editor of the Railway Master Mechanic :
DkakSir: I note your editorial on page 77, June issue,
on the co-operation with the purchasing agent. I agree
with you that there must be constant and hearty co-opera-
tion, not only between the officials and the pui-chasing
agent but between the employes and the purchasing agent.
In order to secure not only the proper quantity, but the
proper qualltj' of supply required.
It is an established principle with my company that every
employe, from the highest to the lowest. Is authorized to
find !ill reasonable fault with every supply that Is furnished
him. TTils Is a large license and It frequently gives room
for some very foolish judgments on the quality of the ma-
terial that Is Issued ; but, taking It all In all. It Is a standing
notice to the purchasing agent that he must be extremely
guarded In all that he does, and that he must not be in-
different to the wants of the company nor feel that his duty
is performed after he simply gives an order for the de-
livery of the supplies, without examining Into the
merits of them, to know whether tbey are all that they
should be, both as to quality and quantity.
The great mistake that officials and those In power
make In calling for supplies is that they understand their
own wants thoroughly, and have such a perfect compre-
hension of their own needs that they do not see why all the
rest of mankind do not understand their point as well as
they do.
Here Is where the lameness of Indefinite requisitions
comes Into play, defeating the object of the maker, puz-
zling the purchasing agent and delajing the transmission of
these supplies, until the matter is elucidated to the satis-
faction of all parties.
If railroad officials and employes would exercise care In
making up requisitions for supplies to have them as ex]illclt
as possible, the pathway of the purchasing agent would,
comparatively speaking, be strewn with roses.
Pl-R. UASINr, a.;est.
Eailway PatenU Expiring In July, 1891.
Dumping car, J. G- Pavson, No. 1-H),.>4.i.
Car wheel, A. Atwood, No. l-tO,.^:H.
Ventilator and cinder guard for car windows, O. C. liife,
No. 140,541
Track lifter, G. J. Klnzel, No. 140,7i:t.
■ay signal, H. W. Spang, No.140,737.
Itailway frog, T . ,' ' " " "-•*<■ -=-
Klectric rallv
Hallway frog
Hallway tie, <
id G. M. Clark, ko
KicharUson, No. 140,0.52.
RaUway switch, F. P. Hanchctt, No. 140,1)17.
Rail joint, J. Bishop, No. 140,7t)O.
Coal car elevator, P. H. Lamey, No. 141, 1+S.
Car heating and ventilating apparatus. T. II. Mott. No
141,373.
RaU chair, S. Huber, 141,27.i.
Car coupling, W. B. Barnes.
struction or which must soon be built.
The new shops are located at Edison, which really
is, or will be, a suburb of Tacoma, their distance from
the business center of the city being about 24 miles.
The spot selected was what is called a park out in the
mountains— an open, level tract of several hundred
acres, with a gravelly soil through which all moisture
drains quickly, with ravines or "gulches" on the bor-
ders. Out of and beyonu these ravines rise here and
there gigantic firs beside which the pine trees of the
east are dwarfs.
The shops and yai-ds occupy about sixty acres and
the arrangement and dimensions of the various build-
ings are fully shown in the illustrations. Two struct-
ures, which do not appear in the cuts, have been de-
signed and will soon be erected. One of these is a
shop for drop forging. It will stand east of the black-
smith shop and will be lOOxlSO ft. in size, with a
spacious scrap shed for piling faggots, etc., in addi-
tion. The other is a scrap storehouse 1711x20 ft. which
will stand west of the machine shop. All scrap will
be assorted as it is put away.
Those who visit these shops will not fail to notice
the excellent design of the smoke shaft, which is 1.50
ft. high with a flue fi ft. in diameter. It was designed
by Mr. C S. Bieler of the engineering department of
the road, who has had the immediate supervision of
the work of erecting all the buildings of these shops.
The rapidity with which all this work has been done,
and the excellence of construction and finish shown,
are very creditable to Mr. Bieler.
The power required to operate this plant as it will
stand on the first of September next (when the shops
are to begin operations) is 580 horse power. This
will be supplied by six Babcock & Wilcox boilers,
which are already in place and have a total capacity
of H24 horse power. Water is pumped from a well '>'>
ft. deep and 28 ft. in diameter into two storage tanks
each of G0,000 gallons capacity. Both the locomoti\e
and car transfer tables will be operated by electricity
with mechanism designed at the Industrial woi-ks at
Bay City. Mich. The shops will bo lighted by incjin-
descent electric lamps. A Corliss engine of 280 lior-e
power stands in place ready to operate the eleclru-
transfer tables and lighting system.
The locomotive drop table is similar in design t >
that in the Chicago. Milwaukee & St. Paul shojis al
West Milwaukee, Wis.— being operated by screw -.
which rapidly lower or raise the table as desired.
The shops are all heated by the Sturtevant system
with provision for the use of either live or exhau-t
steam. Every machine in the wood-working shop is
supplied with tubes through which an exhaust current
of air carries all shavings and dust to the furnace.
The steam which supplies the engines in the ma-
chine shop and other buildings is carried in asbcslo-?
THE RAIL^^7AY MASTER MECHANIC.
TACOMA SHOPS, NORTHERN PACIFIC RAILWAY— GENERAL PL,VN.
lagged pipes through spacious subwaj-s, %Thlch are
made so large that the pipes are easily accessible at
any point.
In examining the ground plan of the plant it will
be noticed that the lavatories are separate buildings
—one of them being convenient to the machine s
the other to the wood working shop. A complete
system of sewer pipe imderlies the grounds and the
supply of water for Hushing, etc., is abundant.
Of the machine tools with which these shops are
supplied all that can be said at present is that they
are all of the latest and approved designs. The
whole equipment was supplied by Messrs. Manning,
Maxwell & Moore, which means that there is nothing
second hand or infei-ior in the whole immense outfit.
The tools of the Pond Machine Tool Co. natui-ally
predominate, but several other first class concerns arc
well represented. For the tool room the milling ma-
chines, etc., of Brown & Sharpe have been selected.
It is plain that in every department the effort to get
the very best and most effective equipment has been
sincere and effective.
The building for offices and supply stores stands in
the southern part of the grounds. The northern end
is devoted to offices and is two stories in height. The
rooms are handsomely finished with natural woods
and are in all respects well arranged and convenient.
Mr. Warner, who has been doing so much with so lit-
tle for several years, will have exceedingly comfort-
able quarters. The fact that he has kept his old and
crowded shops and yards clean and in good order
makes it certain that the appearance of the new shops
and grounds will under his administration satisfy the
most exacting critic. The new Northern Pacific
shops will be one of the "'show'' places of Tacoma.
Intramural Transit at the World's Fair-
On July 22, the "Columbian Movable Sidewalk
Co.," was incorporated in this city with a capital
stock of .J35,000.
The object of this company is to construct and op-
erate in Jackson park, between now and a date prior
to the opening of the exposition, and under a license
from the Multiple Speed & Traction Co. of this city,
their patented device entitled the "multiple dispatch
railway," but commonly referred to as the movable
sidewalk, fully described in the Febraary number of
the Railway Master Mechanic.
The World's Columbian Exposition has shown great
interest in this device and, having under consider-
ation the adoption of the same for intramural transit
during the exposition, appointed aspecial committee,
ol which Mr. Saul, the president of the Chicago &
Eastern Illinois Railroad was chairman, to investi-
gate and report upon the same. The committee made
a favorable report and recommended that the chief of
construction of the exposition be authorized at once
to give the right of way for a trial line of the railway
in Jackson park and at a point that shall be accessible
to the public and from which the progress of the ex-
position buildings, and the laying out of the grounds,
may be observed and, at the same time, the value of
the invention thoroughly tested.
The ground selected is near the 5!)th street entrance
(now closed) of Jackson park and is located on the fair
grounds proper about midway between the Illinois
state and the women's buildings, with a loop into
the open grounds- near the center of the park. The
trial road, when finished, will be about 920 ft. long
and elevated, so that there will be a clear passage, 20
ft. high, below. An elevated walk will connect the
road with the limits of the park, whence a staircase
will lead down to Stony Island avenue. The platforms
will be run at two speeds, the intention being to run
them at the rates of three and six miles per houi
For rapid transit purposes the system can be made to
give three and even four multiples of speeds, but foi
sight seeing it is thought that a continuous speed of six
miles per hour will be ample. About 1,000 seats will
be provided on the trial road, all of which will be
reached while the railway is in motion, and provision
will be made to keep the incoming and outgoing pas
sengers separate.
Detailed plans of the superstructure and rolling
stock are now being prepared by Messrs. Waldo H
Marshall and Max E. Schmidt, engineers of this city
and the practical test of this ingenious invention,
which is thus promised at an early day, will be
watched with interest by mechanics as well as b-\
those connected' with the problem of passenger trans
portation.
THE mas™ car "builders' ASSOCIATION.
Reports of Committees
The following' reports of committees presented at
the Cape May convention of the Master Car Buildei b
Association comprise those which by reason of lack of
space we were compelled to omit from our last issue
REPORT OF COMMITTEE ON WHEEL GUAR
ANTEE.
Your committee appointed to consider the report of the
meeting of the Association of Manufacturers of Chilled
Car Wheels, held November 21, 1889, at New York City, re
ports as follows :
The only material point of discrepancy between what ap
pears to be the desire of the wheel manufacturers and the
provisions of the specifications for cast iron car wheels
adopted by the Master Car Builders' Association, is given
in the second article of their resolutions, which reads as
follows; "That when wheels are taken out of service on
account of sharp flanges, flat spots, comby or shelled ouj
treads, or for cracked brackets or plates, and it is found on
breaking up the wheels that the depth and character of the
chill and the strength and character of the metal in the
plates are up to the standard specifications adopted by the
joint conference committee of the American Railway Mas
Mechanics', the Master Car Builders' and the Wheel
Makers' Associations, it shall be considered that the failure
is due to the ser\ice and not to the quality of the wheel
and that the wheel maker ought not to be called upon in
cases to pay for or replace any such wheels."
will be seen from this that all wheels with sharp
flanges, flat spots, comby or shelled out treads, or with
cracked brackets or plates shall be broken, and if they
the specifications as to breakage and character of
metal called for by the M. C. B. specifications, the wheel
kers shall not then be held responsible for the replace
meut of such wheels. This proviso is in the first place in-
definite, and in the second place would virtually put the
wheel makers in position that they could under its provi-
sions refuse to replace any wheels.
1. As to shai'p flanges : A careful observation of this
phenomena shows that in ninetv nine cases out of a bun
dred, one wheel has a shaip flange while its mate wheel on
the same axle has a flange which is almost as good as the
day It was placed m seivice snowing that Ih it h is Ixlq a
tendency m the pan ot wheels mti i 1
with the sharp fl luoc to i uu all th(_ 1
Thee
of thi;
o In out opmion mismating at the present day i
oT^^hlels^Vould L on The
othei pail of \\ he I I safe in
sa\in^ th It \\e do I t tni 1 this tii i i Itn one pair of
wh t-is^ci\ often having a veiv bidiy worn tlange while
thp oth(_i I m of wheels in the same tiuck shows no pie
Ltptible wtar on the flange
c lu oui ipinioi the third cause thit is, the diffeience
m the weaiiug qualities of the two wheels on the same axle,
is the cause ot neaih ill flange wear and foi this cause
the wheel makcis should teitainly be held responsible lo
sum up the m ittei of shaip flanges if mismating tan be
iihottii 01 if the wheels aie not piessed on to an equal dis
tancL liom the journal the wheel maker should not be held
I espousible foi worn flanges but th it foi all othei causes
of u 01 n fl inges the ■\^ heel makei
siblc
n all justice
. spots
poll
but that
the LhiU Li \\hitt lion Wet tunot undcistand how undLi
iny cirtumst lOLLS the wheel m ikei sh ill i I t U it
lie\ed fiom lesponsibilitj for this defe
eithei how an inspection of the wheel I
lelieve him of responsibihty because t
show that on this spot the proper depti
not exist as called foi in the spetih i
proper depth of white iron existed the wheel \\ uli mt
weai flat
6 As to comby or shelled out trcids these defects aie
entuely due to the qualitj of the wheel and are not caused
undei any ciicumstantes by impiopei tieatment of the
raihoads and it seems to us that theiecanbe no question
the responsibility of the wheel makeis for suth
defects
4 As
lacked brackets <
plates these defects are
1 n ui by impiopei de
I l»u\ wheels which
nth such defect
> oui kuow ledge gotib theie is onl^ one ethei le
which they can ask to be relieved, and th it it
le tiead a defect of remai kably raieoccuiieiicc
>ssiblv be fan to dmde with wheel mikeism
1 of sbaip flanges, holding them i espousible foi
ArcrsT, 1801
THE RAILWAY MASTER MECHANIC.
117
t-TT'^
I 1 1 H-
one-half, the raiU-oad being responsible for the other hal
for wheels failing in this war, but it is our opinion that
this really would be a more libenU allowance than justice
could demand.
J. J. Hennessey,
TnoMAs Si:thekl\nd.
Committee.
REPORT OF COMOTTTEE ON THE LETTERING OF
FREIGHT CARS.
ubject
roUowi
gondola and Hat t
1. The half of the si
not slide should shtiw
with the number of la
erable that the nam'--
IS are used, thcv
igs. 1 1
led to
" 111 -. ;i , I ..: , .11-, near the
.S. Thc'sici.il ^ ii' of car should be marked
near the tn;. V, "f railrojid compauy, using
letters 4 ui- :, 1 1 ■ :.,ls and number of car should
be marked nn ii,, , i , u, over the door opening.
4. Eachcuil,,! I in t.,i .,ii,,uiJ be marked near the top,
on the right hand side, faciu'' the end of car, with the ini-
tials of railroad company and number of car, using letters
and figures 4 or 5 inches high.
■'■ I'll ■!' ill ' > "f car on which doors do not
slhl' I. I. ■ hill to place the marking on
ill! I'laced, extending from the
'■"H ■ I i I'l'^ts. sufficiently long to con-
should be followed as are given for box cars. The light
weight of the car, with such other necessary information,
should be placed on the side sill, using letters and figures
ilorj etc. ; the capacity of car, and, if so desired,
of journal, should he placed on the side sill on this
lie car, using letters and figures 3 or 4 in. high.
-■
BALTS. i OHIO
.r,o„co.c..^..
1
i~i n o
on ^
Llll
oo
4 0 0
o o
C J K)
O O
o o
m
o o
o o
-=
u — y — ^:::c^i-i — BALTgjJi.
o o
o o
LElTEltlNG OF FREIGHT CARS.— (See M. C. B. Committee Rciwrt;.
THE RAIL^VAY MASTER MECHANIC.
JOURNAL, BOX, .BEARING AND
Report..
7. The side door on each side of car should be marked on
the top rail with the initials of the railroad company, usiug
letters 4 or 5 in. high. The initials and number of car
should be marked inside over the door opening.
8. Each end of car should be marked on the slatting with
the initials of road and number of car, using letters and
figures of same size as for box cars. If the initials cannot
be gotten on the slatting, a board should be used, fastened
of car immediately below it. using letters and figures 6 to 9
in. high. It is preferable that the name be spLlled out in
full; but, if abbreviations are used, thoy sfi :iM br- <;-tr>i n<;
to clearly indicate the name of the r.>:i.i if m t :,-. n.'
used, it is urged that immediately bflnw . n
full name of the railroad company shouM , , ,,,
notover4 in. high- When necessary in • - t i in -ni,
the full name of the road, two lines muy b. ,.,,ta a.> ^hua u.
Any other markingdesired, such as trade marks, air brakes,
M. C. B. standard coupler, etc., should be placed near the
opposite end of car. The initials of road, followed by num-
ber of car, should be placed on the side sill, near the center
of car, for use in case the side planks are removed. The
light weight of the car, with such other necessary informa-
tion, should be placed on the side sill below the number,
using letters and figures 3 or 4 in. high. Ihe capacity of
car, and, if so desired, the size of journal, should be placed
on the side sill at the opposite end of car, using letters and
figures 3 or 4 in. high.
10. When cars have stationary ends, the initials of rail-
road company and number of car should be marked on each
end near the top, at the right hand side when facing the end
of car, using letters and figures the same size as for box
1 the side sill,
12. Open cars of all other types, not herein provided for
should be marked as neai- like the marking described for
gondola cars as the construction of such cars will admit,
excepting that it may not be necessary to place the initials
of railroad and number of car on the side sill.
13. A portion of the outside inteiinediate sill under all
cars, preferably near the center of car, should be painted
with brown or black paint, aud on this space the initials of
road and number of car be stenciled in white, using letters
aud figures 3 or 4 in. high.
14. The initials of railroad and number of car should be
stenciled on both sides of bolster, wooden or channel iron
transom in each truck, under all cai-s. The size of journal
should be mai-ked on each side of truck in the most conven-
ient place. Respectfully submitted.
E: W. Guieves,
G. W. Demakest,
R.D. Wade,
REPORT OF THE EXECUTIVE COMMITTEE ON
JOURNAL. BOX, BEARING, WEDGE AND LID,
FOR 60.000 LBS. CARS.
The executive committee considers it import int that the
association should adopt a standard form of journal box,
with bearing, wedge and lid, for 60,000 lbs. cai*s, adapted to
suit the standard axle for cars of this capacity already
adopted by this association. The committee which re-
ported in 1890 on journal box, bearing and lid for
60,000 lbs. cars, and lid for old standard journal
box, made a very careful I'Cport with drawinfjs,
which showed the Fletcher typ*> nf li.l ).inm'd
at the top, as the Fletcher lid h;iil ]•>-•- i :, Ui rn
adopted as a standard form of lid by ih 'it
nothing had been decided as to its det
as tnits method -' -"--^
attachment
Fletc
should rescind its former action adopting the
type of lid as a standard, and that the journal box, bearing,
wedge and lid for 60.U00 lbs, cars, as shown in cuts here-
with, should be submitted for aiioptioQ as staud;u'd by let-
ter ballot vote, with the provision that the lid may be made
either of malleable iron or pressed st«el. These cuts are
identical with those submitted by the committee last year,
with Ihe exception of the lid and the changes necessary at
outer end of box in changing the style of lid.
With these explanations and the above recommendation,
the executive committee leaves the matter in the hands of
the association for such action as it may think proper, and
submits below the report of last year's committee.
Respectfully submitted,
John KrRBv, E. W. Gkieves, John S. Lentz,
T. A. BissELL, G. W. Demakest, R. C. Blackall,
E. Chambeklain, F. D. Casanave, J. W. Makdex,
J.N. Bakk, W. H.Day,
Executive Committee.
" The committee respectfully submits for your consider-
ation and adoption the designs herewith of a proposed jour-
nal box, bearing and lid for6n,000 lbs. cars, in which thi
Fletcher lid maybe either of malleable iron or pressed
steel, as shown. The committee finds it advisable to make
a larger journal box than the present standard, and it rec-
ommends the change shown in the wedge and brass for I k i
new journal box, because this construction gives a fuUbear-
ing of the wedge upon the brass, and is less liable to d v
form the brass when it becomes worn thin than in the oli
practice of concentrating the load upon the middle of the
brass. The necessary clearance for rocking motion is pro-
vided between the wedge and the top of the journal box.
load evenly over the whole length of its bearing upon the
back of the brass. This enlarged journal box has the open-
ing for the lid maintained at such dimensions as would per-
mit the use of the same lid on the new and the old boxes
by a slight modification in the opening of the present stand-
ard journal bo"
*' The .-umn
, therefore, submits
laib'sign
Ihenanir ..■■■■■..; ,-■...!,, .., .i ., ,
breviatinns .n . 'i^. .i, l n- . -n Mr -,,i,-|i I M , ,.Mi i\ iiMi,
full name simuUi' appea'r in smaller ietn-Ts. The 'light
weight of the car, with such other necessary information,
should be placed near one end of the car; the capacity of
car, and, if so desired, the size of journal, should be placed
near the opposite end, usiug letters and figures the same
size as for gondola cai-s. Any other marking that mav be
desired, such as trade marks,' air brakes, M. C, B., standard
coupler, etc., should be placed in the most available space
on the side siU.
the adoptionof a standard, the measun
The executive committee believes thai 'I , : ^i
the proposed standards was due to adi' i
in regard to the lid, and inasmuch as a I i ■ ! ■ i ■ 1 ' h-i-
type, hinged at the top of the box, was defeaird in the lon-
ventton last vear, and a regular Fletcher lid, hinged at one
side, was defeated by a letter ballot vote since that con-
vention, this committee recommends that the association
the enminittee proposes to com
permit the use of the same lid
new standard journal box for 6
herein proposed for the
)00 lbs. cars."
John S. Lentz,
F. D. Casanavb-
R. McKenna,
J. N. Laui^ek,
A. A. Jackson,
THE FlAIL^VAY MASTER MECHANIC.
It has been frequently remai'ked, with much truth, in
times past, by general managei-s and general superintend-
ents, that the heads of cai- departments do not consider the
interests of any other dep
; of the road except their
xtent, but an evidence of
the rapid decrease of such sentiments and practice is seen
by the great strides which are being made by joint iuspec-
tiou in superseding the old system of straight or individual
inspection. In this days of low rates and sharp competi-
tion, it becomes a matter of vital importance to any and all
roads to do everything consistent with safety, to accept and
dispatch loaded "cars. Your committee has' endeavored, in
the recommendations which it vrill make, to still more fur-
ther the interests of the traffic and operating departments
of the roads, and, at the same time, furnish proper protec-
tion to the interests of the car departments.
In a report read in May, 1S90, to the Central Railway
Club, the foUowino" eight requirements are set forth as be-
ing necessary in a theoretically perfect inspection and in-
terchange of care :
1. Avoidance of delays to freight.
2. Assurance of safety of cai-s to train men, and good
running condition.
3. Just placing of responsibility for defects on cars.
4. Avoidance of disputes.
5. Avoidance of transfer of freight.
6. Avoidance of setting out care from trains, or setting
back care.
7. Economy of service.
8. Un-'formitv of inspection at different points.
All efforts made by our respective roads in the direction
of revision of M. C B. interchange rules, and of changes
from individual inspection to joint inspection, and from one
system of joint inspection to another, seem to be made in
order to accomplish, as nearly as possible the above results.
From the answei-s to the circulare of inquiry sent out by
this committee, it is found that the various systems of joint
inspection in use on the roads represented by this associa-
tion, for points where there are more than two inspectors
required, mav be classified into three distinct systems.
1. Where the inspection is in charge of a chief joint in-
spector, who hires such inspectore to do the work as he
may deem necessary, the men being paid pro rata by the
roads in the joint inspection, the chief joint inspector hav-
ing entire charjre of the inspectore, hiring and discharging
them, and keeping their time.
i Where e;ich road hires and instructs its own inspec-
tore, the inspectore taking their ordere from theii" respec-
tive car foremen, the joint inspector acting merely as an
arbitrator, to settledisputes.
3. Where each road hires its own inspectore and places
them, in all matters pcr-aining to inspection of interchange
cars, in charge of a chief joint inspector, who is held en-
tirely responsible for the inspection at that point. The in-
spectore to be subject to ' "
repair or other w.nk. wli
It will be generally a-r
spoction which i> h- i;. i
examination of cars, ami
to in-
\ s and disputes
[jccts for itself,
inspection by each road, r^ l r : . --. ; ii-
of this fact,*it seemsto ynin
the replies received, that ri
dividual inspection, and yd a\ lu im ,i.
which constiintly arise, wUuic cw ;i j-a^ .;
regardless of the othere, the more perfec
tem. In considering the comparative ad'
three systems mentioned, in the light of the eignt require-
ments given above, systems No. 1 and No. 3 seem to meet
all the requirements. Syst«ra No. 3 meets all but one. It
■ '" " - Under this sys-
tae sys-
of the
does nothing toward
tem, a car which wil
will not,
uniform!
inspection of one of the roads
accepted by another, as the matter
of a standard for inspection is left for each car foreman to
decide for himself, regardless of any other road. As the
joint inspector has no authority except to settle any dis-
puted point between two car foremen, any carelessness or
excessive rigidness on the nart of the inspectore of one
road cannot be corrected, and the system has nothing in it
lo cause any constantly growing improvement. In view of
the above facts, your committees dot s not advise the adop-
tion of this system.
lu comparing systems No. 1 and No. 3, we mu&t look at
them in the light of what we have previously said, that the
gi-catest safety to trainmen, and best assurance of good
running condition of cars, is gained by keeping as closely
lo the old individual inspection as possible. It must be con-
coded that, with inspectore, if a roan feels he is working
for, and is paid by one road, he will be nupre careful of the
interests of that particular i i! ':* I. i-^ paid equally
by two or more roads. Tni ^ _ ' it is clear that
the interests of the indivir I
by each road hirinf? and li
ilyor
IT subserved
1 inspectore;
ule uuiform-
. tion, aU the
erpretations
Thi^
sys-
work of interchange iiis|H,'Ction.
The circumstances and -conditions attending the inter-
change of cars are so varied at different points, that any
code of rules which might be formed for governing the in-
spection, would need to be considerably modified, to suit
the different conditions. In many places the inspection
tracks for all the roads are located at points quite a long
distance from each other, so that the care arc handled by
switch engines for some miles after the inspection, before
the care are actually delivered, to be taken by ths receiv-
ing road's engines. In cases or this kind it becomes an
absolute necessity to have a double inspection of all such
cars, as muck damage may be done between the firet in-
spection i>oint and the final delivery ti-ack, and in oi-der to
insure safety to tnil'imen and good running condition, the
care must have a second inspection. It might be asked,
why not have the inspection given after final delivery, the
only one? If this were done, in many localities it would be
found frequently necessary to cut out and set back care for
transfer, which had been damaged prior to their arrival off
the road. There is also a very great advantage in having a
second inspection. It not only acts aa a safeguard and check
on the firet inspection, but it enables the juim liis|., . n.t i,,
note the efficiency of themen who aredoin^'tti
If the second inspector discovere a defective ., 1
passed the firet inspection, he reports the fa- • i
joint inspector^ who has information then, X" ., ,, ■
firet inspectorif, in his judgment, be was guilty of in ^■
or carelessness. In this way the men soon feel' that ii M
are careless or neglectful, it will be known; asaresuli - i
this, there will be developed a consUntly improved s' i
ice; also, the chief joint inspector soon becomes awarr mi
any incompetency of his men, which, without this check,
he could not know for a much longer time.
At many points, the work. is such that the regular men
who do the interchange inspection, can look over the care
in their yards, going ooth ways. At other points, where
the business is too neavy, one additional man can do this
work and more than earn his salary by the saving he will
Your committee would recommend, in the matter of a
system of inspection for interehange points where there is
a large interchange by two or more roads, the adoption of
the following system of joint inspection and form of joint
agreement and code of rules.
SYSTEM OP JOINT INSPECTION.
Each road to hire its own inspectore, and to place them,
in all matters pertaining to inspection of interchange cars,
in charge of a chief joint inspector, who shall be held en-
tirely resiwnsible for the inspection at that point. The in-
spectors to be subject to their respective car foremen to do
repair or other work, when not inspecting for interchange.
Joint Inspection Agreement
Kullway Companies
For the purpose of facilitating the interchange of cars
between the above named roads at , it is
agreed between the undereigned, on behalf of the above
1st. Tliere shall be appointed, at a joint meeting of
the representatives of each of the above roads, a chief joint
inspector (and assistants and clerk, if
necessary), whose duty it shall be to see that all care re-
ceived or delivered by each company respectively, are care-
fully and impartially inspected, and the decision of the
chief joint inspector (or his assistants) as to the fitness of a
cai" to run, shall be final and binding on each company.
2. Questions as to liability for repairs shall be decided bv
the chief joint inspector (or his assistants), subject to the
following article.
3. Any road, being a party to this agreement, may ap-
peal from the decision of the chief joint inspector (or as-
sistants) to a committee, who shall be agreed upon annually
by the heads of the car depai'tments of the roads who arc
parties to this agreomont. The decisions of the committee
theclii.'C ■■■.u^ ,1,^1.-. ■■■■ ",,L.!,i-^;^t,L.::- .■,', ^ ■/ Vi- arlUm,
occurred while in the pussci>sion of tUu other line; but in
order to prevent delays, all care will be received by each of
the companies when not in good order but safe to run, but
an M. C. B. defect card shall be applied, covering the de
fects, by the chief joint inspector for a^^;>*a[:T.
.5. Should a car be received whirli , ■■ jiairs.
such work will be done by the cmiii|ii . >-^ioii
of the car at the time, and the clii' i ■ ,. n- \n<
assistants) shall issue an M. C. B. <\<:\- ■ ; r,ii,i. , .,., i mir ihc
defects, chargeable to the road which is responsible for the
repaire.
«. The chief joint inspector (or assistant) shall be the um-
pire as to the decisions of the sevei-al local joint inspectore
in the joint inspection, and his judgment in all mattei-s in-
volved shall bj final and binding on all the local joint in-
spectore, subject only to the provisions made in Article No.
located, and ?
do, in oiling,
shall not be a
joint inspect!
Riil<
Joint Car Inspection,
Railwau CompanUs at
1. Cars are lo be inspected and claims made in ,i . . ' Iim .
win, Ihc M:istcr Car-Buildcrs' Rules of Intoi. i , _
2. The chief joint inspector (and his as^is- , -
have entire chai-ge of Ihc inspectors in the Jin
in all mattci-s pcrtiiming to tine inspection and u,-- r< ii.Di _-,
of cars between the roads which are parties to this afirtc
ment, and the inspectoi-s will receive orders only from the
chief joint inspector (or assistants) in s
The chief joint inspector (or assistants) shall decide all
questions arising between inspectors as to the fitness nf a
car to run, as to liability for repairs, and carding for de-
fects, and his decision shall be final and binding, except as
provided in Article No. 3 of the attached agreement.
Till- ihi.f joint inspector (or assistant) is expected to see
• 1 ii 111!' IT, spoction is done promptly and satisfactorily.
: liiv|„ , lors are not permitted to set bacli a bad order
,11 to tiio iiolivering road, no matter what its condition, but
, ,,,! ,i,u-.t bo hold for the chief joint inspector's (or
' !■ or needing repairs, being
1 ' ,ro delivery, and the car is
4. Cars must iK.l bo tiiiii»fen-ed on account of defects,
except by order of the chief joint inspector (or assistants.)
5. The chief joint inspector (or assistants) shall visit the
delivering and receiving points of each road at least once
each day or oftener if possible, and he must personally in-
spect any bad order cars for which claims have been made,
or about which disputes have arisen, and decide the points
involved.
0. Tho oliiof joint, inspector shall be governed by any
y of the roads to this agreement.
amended from time to time, by
! heads of the car departments of
to this agreement.
1 recommend that at inspection
■ of
. 1 „,, ,,.1 ,1, i,,.i, ,, ,-n,,,i and de-
livered and carded for at intorchango points, uTid we firmly
believe that a closer contact of the heads of the depart-
ments \vith the joint inspectors would be productive of
great good. As it is impossible for these inspection points
to be frequently visited, we would strongly recommend a
system of weekly reports on proper blanks for that purpose,
showing the numbers and initials of cars passing the in-
spection points, with statement of material defects, the re-
port to show what these defects were, and whether cars
were carded for them, repaired or transferred. By study-
ing a regular rrp ,: : .t t ii - i, u i - ii. . 1 1 ,is of judgment m
inspectors can 1, , ,, , !, i o say nothing of
the moral ctT.r- ' •; 1 1 v know their ac-
tions and work- , , , II. u hut in detail by
their superior orlii .! - \ . i ■•,■ would submit here
two forms for weekly reports fioin joint inspection points,
which they would recommend to be adopted as standard.
JOINT INSPECTION.
Report of Derecllwc Cars
""""
glho
week end
"S -
18»..
";■
- ...„,. Yard.
°"'
„.,HC^.
°°S?'
,
P.uto
n~
No.
1^
pj'a
'S'
x,-f^
oS,.
JOINT INSPECTION.
We would .tlso recoTimend the adoption of a standard
joint inspection def -et card, similar to that given below;
this to be generally used in place of the groat variety of
styles now in us ', some of which differ matcriallv from an
M'. C. B. defi ct card. Thi«card, it will be noticed, has two
stubs, one to be retained by the chief joint inspector and
entatonco to the road r ' ' ' ' " '"
Ihonlher to be s
agsiinst which the
I-''Min till- replies received, it is quitely largely the opin-
ion tli.i- r .1. feet cards were applied to cars leaving the
home 111. Ill for all material defects, both old and new, the
.iinieultiis ;inil delays at inspection points would be much
reduced. It is known that our present rules jidmitofthis
practice, but it is required only to a very limited extent,
.and as a result, many cars received from the home road with
old defects and no cards, cause much dcl.iy and disputing
when offered for intei-ehanirc in the same condition at some
II I- ■ 11 I III'. II ifiiiii ihchomeroad. All this
■ I i: ■ M- troubles .originate from
1 l.u-d of inspection at dif-
: I, " ,' 1 t, ^ , ,.'i I problem your committee
make recommendations
er, a greater
1 no way can
lion point of
THE RAIL^ATAY MASTER MECHANIC.
two or more roads than by the adoption of the rules and
svstem of joint inspection recommended above. But this
does not go far enough, as we must extend our uniformity
to points far removed from each other. Various sugges-
tions have at times been made to this end, but from the
views expressed in the communications received by your
committee, there would seem to be almost a unanimous
opinion that, considering the class of men which, on ac-
count of the wages paid, we are obliged to depend upon for
inspectors, a clear and concise interpretation of the M. C.
B. rules will be of incalculable value in furnishing a means
of obtaining greater uniformity in the inspection and
passing of cars. We would, therefore, recommend the ap-
pointment of a committee of seven to prepare and present,
to be acted upcn at our next convention, sets of interpreta-
tions, accompanied by cuts illustrating the same, covering
the principal defects met with in common practice '
defects may exist and be considered safe to run, also to
classify all kinds of defects for which owners should be re-
sponsible.
In conclusion, your committee would summarize their
recommendations :
1. The adoption of a standard system of joint inspection,
with form of agreement and rules governing same, as sub-
mitted above, the same to he submitted to letter ballot.
2. The adoption of a standard form of weekly report of
defective cars received and delivered at joint inspection
points, the same to be submittad to letter ballot.
3. The adoption of a standard joint inspection defect card,
as le-'ommended, the same to be submitted to letter ballot.
4. That at inspection points whese there is one man for
each road the inspectors should work jointly. That is, the
inspectors of the delivering and receiving roacjs should in-
spect together all cars interchanged between them.
5. The appointment of a committee of seven, to prepare a
supplementary set of interpretations and illustrations of
the M. C. B. rules, to report to the next annual conven-
tion. Respectfully submitted,
A. M. Waitt,
H. C. McCautt,
H. MiDDLETON,
William Garstano,
Samuel Irvin,
Committee.
REPORT OF COMMITTEE ON AIR-BRAKE STAND-
ARDS AND INSPECTION AND CARE OF AIR-
BRAKES ON FREIGHT CARS.
In preparing a svstem of rules for the guidance of em-
ployes, in the operation and maintenance of the air brake,
it became apparent to your committee, at its first meeting,
that the care of the air-brake apparatus upon l..ioinotUi's
and upon cars could not be separated, but i' :-' i.. .nil-
ered as a whole. In view of this conditio.' \: ; > n
equipped with the metallic brake beam. In reply to the
inquirv as to whether any form of wooden brake beam can
be made to properly serve the purpose with the use of the
air brake there are 20 replies in the negative and 9 in the
affirmative. In reply to the question as to whether an iron
brake beam is essential to the successful operation of the
freight brake there are 20 replies in the affirmative; 3
that owing to practical difficulties in the way of the use of
a suitably constructed wooden beam the iron beam is prac-
tically necessary, and 6 that an iron beam is not essential.
It will thus be seen that of those who consider that a wooden
beam may be so constructed that it will give a satisfactory
service, a portion believe that it is more desirable to use a
metallic beam. Upon investigation, therefore, of the use
■ '■' '-'■- standards, and in the
t recommendation to make,
; standards.
The attention of the committee has been called
1 ref er-
car,'and the other has reference to the bracket for
dummy coupling, in which the distance from the lower end
to the center of hole for securing the dummy, is given as 2^
inch instead of IK inch, as it should be. The committee has
rectified these errors. In view, however, of such iuvestiga-
tion as the committee h;is been able to make, and the very
generally expressed sentiment that the most effective oper-
ation of the air brake can only be secured through the use
of an iron brake beam, your committee would recommend
and urge the application of an iron or metallic brake beam,
conforming to the requirements already specified and
adopted by this association, in aU eases where the air brake
iB applied.
In considering the question of interchange rules, as applied
to the air-brake apparatus, it appeared very essential to
your committee that a uniform system of inspection and
care of brakes, as well as a uniform method of operating
the same, should be adopted upon all roads. To secure this
result, yoxu' committee has prepared and presents to you
herewith, to be issued in a form considered suitable for
general distribution among employes, a code of rules to gov-
ern aU employes of railroads, who are concerned in any way
with the operation, inspection or maintenance of the air-
brake appjxratus. It is prefaced by some general instruc-
tions, which are offered as a suggestion to general managers
and other executive officials, to whom the responsibility of
issuing the books would fall, and by whom they should be
signed. Following are instructions to enginemen. trainmen,
engine-house foremen and car inspectors. [This code of
rules will appear in our next issue — Ed. J
Considerable care has been given to make these instruc-
tions applicable to all conditions, under which railroads in
different portions of the country are operated, and it is be-
lieved by your committee that to secure thorough and uni-
form efficiency in the operation and maintenance of the air
brake, such a system of rules, issued under the authority of
each company, is necessary. To promote familiarity with
the duties devolving upon each class of employes, and to
ng
to act jointly with
such a system of instructions and examinatii.^ii of employes,
as to their duties in connection with the air-brake apparatus.
All the subsequent deliberations of the committee and the
material and recommendations of this report, are thus due
to the joint action of these two committees.
In order to ascertain to what extent the standards, here-
tofore adopted by the Master Car Builders' Association, re-
ferring to the application of the air-brake to freight equip-
ment, were being used, and to ascertain if any alterations
or changes in such already adopted standards were desira-
ble, the committee sent out a circular letter of inquiry to
the representatives of the different railroads, and the sta-
tistics obtained from the replies will be found tabulated be-
low. In addition to the replies, as shown in this statement,
several others were received from roads which had no air-
brake equipment coming under the conditions to which the
inquiries point, and which merely gave an opinion as to the
desirability of the use of an iron brake beam in connection
with air brakes. These replies have, therefore, not been
included in the table.
It will be observed that since the adoption of the stand-
ards for freight car brake gear two years ago, and up to
about the 1st of March last, the roads mentioned in this
table have applied the air brake, with substantially the
apparatus adopted as standard by the association, to 38,342
freight cars, and of these 38,342 freight cars 21,084 were also
-••-■
M'
*S°
m
M
ifiS'::
'm
,.ss
m
No
1
t.,' o-
xm
....
nS
XT,
'•;:
'■'m
t"«,
i
?^
m
R;
vS
S.'LJ' £$!!::
m
*"
•S!
Vtl'-'r":.::-::
s?
J"
ir^.:::::::
::■:
■«
is"
If
B'VVi'pV.-::::
mm
B
i:!!!
:'»
is"
^
"'■^ _
'"'
JOINT INSPECTION M. C. B. DEFECT CARD.
R. R.
55 i I
I 12. Car No
i : i Will be Received at any point on the
i I ; Company's Lines with the following defects,:
-Fin in defects on both
ink or indelihie pencil.
s card securely to inside Signed, .
R. R.
R. R.
Chief Joint Impalor.
insure the possession of suitable knowledge by each, the
nmittee has recommended in its proposed general in-
uctions the examination of each employe, in such duties
fall to him, and to insure the uuitorm instruction of em-
ployes upon all roads, the committee has prepared a system
of questions and answers to cover the examination of all
employes, which accompanies the rules, and which the com-
mittee recommends be printed with, and form a part of, the
book of rules — the whole to be printed by this association
and sold to the railroads, in the same way that the rules of
" terchange are.
The adoption of rules of interchange of freight cars, apply-
ing to the air-brake apparatus, has been the subject of inves-
*' "'ion, as thorough as possible, by your committee. It
s quite apparent that the time has arrived when some
action must be taken by the association in this important
er. In offering the amendments below to the M. C. B.
apparatus. There seem to be two methods by which such
' may be made, one being the use of a stationary plant
terchange points, consisting of air pumpiagmachinery,
storage reservoii's, and a system of pipes throughout the
yards, with local connections for the testing of cars at difler-
" points. The other method is the equipment of all loco-
.ives used in switching with the air brake apparatus,
and the testing of the brakes upon cars, by attaching the
switching locomotive thereto. There are reasons to be
given in ifa'
not feel wa
the present time, although it would suggest that the
switching engines for this purpose appears to be the most
feasible.
The question of making charges for material and labor,
in maintaining the efficiency of the air brake apparatus
upon freight cars, has not been incorporated in the rules
recommended. On the one hand, there is a liu'ge number
of roads which have not yet commenced the equipment of
their freight cars with the air brake, which would be re-
quired by the rules recommended to maintain the brakes
upon cars of foreign roads in good order, while upon their
already begun to equip
their freight cars with the air brake have their loco-
motives equipped to operate the air brake upon such for-
eign cars that may be in their trains, and are making a
regular practice of so doing. If those roads having no
freight brakes upon their cars receive foreign cars with the
air brake apparatus in good order they can make use of
them upon their own line, and should be responsible for
the care of them as much as if they were their own ; and,
as they are only required to deliver the cars with the air
brake apparatus in as good order as that in which they re-
ceived it, there will be comparatively little expense to
them in caring for it, unless they make use of it while on
their own lines. Your committee therefore believes that
no charge to the owner of the car should be made for clean-
ing and oiling of the cvlinder or triple valve, or the keeping
of the brake shoe slack in adjustment, any more than
should be made for the oiling and care of journals upon
axies, and :» is recommended that the owner be only
charged for the replacing of brake shoes which have bo-
come worn beyond the limit specified in the rules.
In conclusion your committee offers the following resolu-
Resolved, That the Master Car Builders' code of rules
of interchange be amended by the addition, jis in appendix,
of the following rule:
Section 1. In delivering freight cars equipped with air
brakes at interchange points, the air brake apparatus must
be in good working order, and any car may be rejected by
the receiving road if the air brake apparatus upon it is de-
fective in any respect. To determine whether the air brake
apparatus is m good order, its operation must be tested
under the fuU working air pressure of 70 pounds pep square
inch, at the delivery point, by the delivering road, and
under the supervision of,or to the satisfaction of, the in-
spector of the receiving road.
The conditions constituting good order shall be as follows :
1. The cylinder must have been cleaned, and the triple
valve cleaned and oiled within six months, and the date of
the last cleaning and oiling mai'ked upon the brake
cylinder.
3. The brake shoe slack must be so adjusted that under
the full application of the brake, the piston travels not less
than four nor more than eight inches.
4. The brake must apply and release promptly with
proper handling by the engineer's valve.
5. The triple valve and auxiliary reservoir must be free
from water.
6. The air pipes and all connections thereto must be free
from leaks, and the pipes properly secured to the car body
so that injury shall not occur t/i the apparatus car body nor
leaks be produced by shaking and vibration of the pipe.
7. The air brake hose, when not coupled with that of
another car, must be properly secured in the dummy coup-
s at least three-eighths inch
Master Car Builders' code.
Section 2. A car having a defect in the brake apparatus
may be received with a oTefect card for the same, provided
that the defect be of such a nature that it shall not inter-
fere with the operation of the hand brake upon that car, noi
with the operation of the air brake upon any other car of
the train. John S. Lentz,
Wm. Tukuefp,
N. W. Sample,
CommlttM,
Arct'ST, 1851
THE RAlL\VAy MASTER MECHANIC.
REPORT OF ARBITRATION COMMITTEE ON CASES
ARBITRATED SINCE THE [>AST CONVEN-
TION AND PROPOSED A.MK.ND.MENTS TO
THE RULES OF INTKKCHANGE.
The arbitration committee submits herewith to the asso-
ciation its report for the year, giWug in detail the cases
arbitrated, all of which have been published aud duly sent
to all the members.
The committee gave written notice to rarious railway
clubs to propose to them such re\-ision as they may coi-siJer
desii-ablu to the rules of interchange, at the convention in
June, and it also uotilied aU members of the association to
forwaid, prior to May 1, 1S91, such suggestions for revision
as each might thinli proper, for the consideration of the
committee. The reports of the different railway clubs and
of some of the mem hers were received, and at a meeting of
the arbitration committee held in New York, May 8, 1S91,
all sufih communications were considered by the committee
in full session, and the committee would report as follows;
BtTLE NO. 3.
Section (a). The New York Railroad Club recommends
lliat section (a) of rule No. 3 should read "diameter,"
instead of "length," in the next to the last line, and the
New England Railroad Club recommends that it should
read "length or diameter," instead of "length." The arbi-
tration committee, however, recommends that the words
"circular," "round," and "in length" in this section of rule
No. 3 be omitted, so as to make this section read as follows :
(a) Shelled out ; wheels with defective treads on account
ess the spots are over 2i4 inches, or a
» endanger the safety of the wheel.
Sec. (b). The New York Riiili-oud Club and the Central
liailway Club both recommend allowing longer seams 1
this section now permits, but this comnuttee does
concur in the proposed changes, as it does not consider such
change consistent with safety.
Sec. (c). The Now York Railroad Club and the Central
Railway Club both recommend that this section read "
tread," instead of "worn through chill," and th:it "2'^
inches" shotild be changed to "4 inches." The committee
does not concur in these recommendations, as it does
believe it advisable to make any change whatever in
section; lii'st, because the term "worn through chill'
better one to distinguish it from the defect mentioned in
section (ej than "worn tread" would be; and the comm
also beheves the tread will not wear to a longer flat spot
unless it be worn through the chill, and that if these changes
were made there would be reason for claiming that llat
spots caused by sliding were due to ordinary wear whei
such is not the ciise.
Sec. (d). The New York Railroad Club and the Central
Railway Club both recommend that this section be altered
to read "one inch thick or less," instead of "less than one
inch thick." The committee concurs in this amendment,
because it would make the use of the M. C. B. defect gauge
more definite, and would result in the rejection of a wheel if
the gauge goes over the flange, whereas, under the rule
now worded, the gauge may go over the flange, and yet the
wheel may not be rejected because it is an exact fit. This
section, if modified as proposed herein, would read :
(d). Worn flange; flanges one inch thick or less, or having
flat, vertical surfaces extending more than one inch from
tread.
Sec. (f). The Central Railway Club recommends the
omission of the last sentence of this section, which this com-
mittee does not concur in, as it believes that it is very im-
portant to distinguish flat sliding from flat spots caused by
ordinary wear, and occurring when the wheel becomes worn
through chill.
Sec. (s). The New York Railroad Club and the Central
Railway Club both recommend that paragraph 11 of section
(s) be changed, by adding to it the following: "Brake
shoes worn to % in. at center shall be considered as worn
out, and may be replaced with new shoes at the expense of
the company owning the car." The committee believes
that the provision for a minimum thickness of brake shoes
would be a good one, but it recommends that instead of
adding the provision to paragraph 11, that a new paragraph,
No. la, be inserted, and the succeeding paragraph num-
higher; the new paragraph. No. 13, to read as
bcred
follows:
"12. Brake shoes J^ in. thick or more at center."
The committee does not concur in the recommendations
made by the clubs ;is to using this place for the charges for
such T--" '- ' '— ,!:(j shoes, as it would be out of its
prop.-i :. rion.
Til' I. ted to report upon the subject of
air 1' :1 rules for the care of air brakes,
rccoLj,: ' ■ :ivention, and has recommended to
the an)ui:iii.iu .Mmmiltee, that certain modifications of
rule No. .> shoaid be made in regard to air brakes, in which
the committee concurs, and it recommends to the associa-
tion to add new paragraphs to section (a), prescribing the
condition in which cars equipped with air brakes must be,
80 as not to be considered in bad order.
Such additional paragraphs should be numbered subse-
quent .to those alrcadv in section (s), the first of which
would therefore he No. 17, if the new paragraph. No. 13, as
proposed, is inserted, and would read as follows:
17. "If the car has air brakes, the cylinder must have
been cleaned and the triple valve cleaned and oiled within
six months, and the aa'.e of the last cleaning and oiling
marked on the brake cylinder."
18. "If the car has air brakes, the cylinder must have
been oiled within three months, and the date of the last oil-
ing be marked on the cylinder."
19. "If the car has air brakes, the brake shoe slack must
bo so adjusted that under the full appUcation of the brakes,
the piston travels not less than 4 in. nor more than 8 in."
30. "If the car has air brakes, the brakes must apply and
release promptly with proper handling by the engineer's
valve,"
21. "Triple valves and auxiliary reservoirs must be free
from water."
23. "Air pipes and all connections thereto must be free
from leaks, and the pipes properlv secured to the car body
to that Iniury shall not occur to the apparatus nor leaks be
prodocod Dj shaking and vibratiOD of Uiq piyo,"
"Air bnike hose ■
would permit M. C- K tn-. ' i iss inspection with
certain small defects wliich would not interfere with the
service of such drawbars, such as chipped edges, etc. The
committee does not concur in detail with the recommenda-
tions as made by either of the railway clubs, but would
recommend that a new paragraph, No 1, be added to sec-
tion (u) to read as follows:
"M. C. B. drawbars with such minor defects only as do
not impair their efficiency and safety."
The other paragraphs of this section to be numbered one
The New York Railroad Club also recommends the addi-
tion of another paragraph to section (u), of rule No. 3, to
read as follows :
"In the absence of any stencil on curs equipped mth cast
iron drawbars to show what is the proper standard, any
drawbar of length and dimension shall be accepted."
The committee does not concur in this recommendation,
as it considers it opposed to the spirit of the rules, inas-
much as the substitution of foreign parts for the standard
is not contemplated by the rules.
The Central Railway Club and the Western Railway
Club both recommend a modification of paragraph No. 7 of
section (u). The Central Railway Cluh recommends to add
"that cars will be received with one draft timber bolt
broken in each timber providing there are three bolts in
each through middle sill, except when back bolt is broken,"
and th« Western Railway Club recommends the insertion
after the word "effective" the words "draw timbers must
be sound and free from cracks or splits which extend from
the end to bolt hole or from one bolt hole to another." The
committee does not concur in either of the above recom-
mend:itions, and it considers that paragraph No. 7 of sec-
tion (u) should be left as it now reads.
Sec. (y). The Central Railway Club recommends that
this section should be made to read, "Cars with doors miss-
ing or broken so as to render the contents of car liable to
damage from sparks or storm ; or with door shoes worn or
loose so as to allow the doors to swing outwardly." The
Western Railway Club recommends adding after the word
"missing" the words "or broken, so as to render the con-
tents of car liable to damage from sparks or storms." The
committee concurs in the spirit of these recommendations,
but would propose a slightly different wording from that
make section (y) read .is folio
'Cars with doors missing; or in condition
properly protect the lading, or with door
allow the door to swing out^
: loose !
Sec' (y).
which will
The' Central Railway Club further recommends addi-
tions to section (y) which the committee concurs in, but in
order to carry them into effect, it would require that sec-
tion (y) .as above mentioned should be numbered (y-l) and
that additional paragraphs should be numbered and read
as follows :
Sec. (y-2). "Cars with four-hole center plates and long
center pins through bolster, must have two effective bolts
diagonally opposite.'"
Sec. {.v-3). "Cars with four-hole center plates and short
center pins which rest in upper plate must have three
effleetive bolts."
Sec. (y-4). "Cars with two-hole center pLates must have
two bolts effective."
Sec. (y-5). "Four-hole center plates must not have two
adjacent comers of plates broken through bolt holes.
Sec.(y-e). "Two-hole center plates must be unbn
RULE NO. 4.
"A car with defects which do not render it unsafe to
run, or unsafe to trainmen, must be accepted, but in such
cases the company to which such car is offered may require
that a defect card shall be securely attached to the car
ith four tacks, preferably on the outside face of interme-
.ate sill between the tie-tmibers ; but no defect card shall
oe required for old defects on foreign cars by the receiving
road. Companies shall only be required to card their own
cars for old defects." These recommendations are concurr-
by the committee in so far as the location and securing
wh'icl!
curs in tVis g,'
meudations m;
aragraph :is follows
uld propose to add to
"Sep,arate cards slndl be used for shop repairs and for
fnS rTuwIv Club!' '' ^'''^'"^^ "''" P^P"^^ "y '*"'
Club and the Centra
the last four words of
does not com
Central Railway Club.
RtlLE NO. 7.
The New England Railway Club, the New Y^ork Railroad
' Club all recommend that
No. 7 be omitted, but this
this recommendation.
lULE NO. 9.
The Central Railway Club makes various recom-
mendations as to rule No. n, ,-.s|,ecially the ad-
chissed as ordinary wriir n.i t. ,r >Mi roeeived bv the
owners. These reconn, ,, v.irious items of
defects to both ear I.-, i,„t inasmuch as
rule J IS especially dc,.' .| ^xles, the com-
mittee does not concui ,, M.aions to insert
these provisions under 1 1 I i, ,. however be-
lieves that this rule no, .: i«l inodifle-itions
in order to make it cl-a I. , > ; : , ,„ient in its var-
lous sections, and reconr . , ic-written ;is fol-
lows, which includes rh. j. . ,.ihi,,, , i.nion the Western
liailway Club in regard to the marking ofaxles applied:
"When wheels or axles are renewed they shall be treated
W
1 wheels are renewed thev shall be ch:irged to the
owning the car, if the causL- of removal is:
elled out spots.
of the card j
i far a
iare i
t concurred in by
foots are concerned
trary to the general tenor of the rules. The rules give
each road an opportunity to protect itself against liabilitv
by requiring defect cards for any existing defects. The
insertion of the proposed amendment would operate to an-
nul this provision of the rules, and would cause dehiy at
interchange points on account of disputes as to whether
defects were old or not. and would operate against the in-
' "Tests of railroads finally returning cars to the owners.
Rule No. 4, as the committee woi3d propose to revise it,
would read as follows :
'A car with defects which do not render it unsafe to run
unsafe to trainmen must be accepted, but in such cases
the company to which the car is offered may require that
a defect card shall be r ■
four tacks, preferably
diate sill between the c
curely attached to the
1 the outside face of the :
OSS tie timbers."
add after
general
RULE NO. a.
The Western Railway Club recommends
the word "specifyj"' in the fifth line, the w
abbreviations.'' The committee concurs it
. but it would sug^st th;it the words "in full" be used
after the word "specify" instead of the wonls "without
abbreviations," so that the I.-ust sentence would then read.
The card most plainly specify in full each item for which
charges are authorized."
The New York Railroad Qub, the Central Railway Club
3d the New England liailway Club all recommend that
le cards should be filled out \vith ink only, but the com-
mitteee does not concur in this recommendation, as it be-
lieves it will be impracticable to require it.
The ■Western Rail^vay Club and the Central Railway
Club both mok* recommendations so u ta permit a portion
a through chilL
(d) Worn fiange.
(e) Tread worn hollow.
(f) Burst.
(g) Broken flange, if the breakage is caused by
worn through chill or worn flange.
(h) Broken rim, if caused by rim being hollow
'■ ' Cracked tread, if caused by being worn throu"!
(1) Broke in pieces,
(n) Out of gauge.
ib) Chipped flange,
c) Broken flange, if the breakage is not caused b
cams worn through chill or worn flange.
(d) Broken or chipped rim, not caused by rim being h.i
ow. '
(e) Breakage of any kind caused by derailment.
"When axles are renewed they shall be cb.irgod t« i
company owning the car if the cause of removal is :
(a) Wheels having defects which are chargeable to i
(b) Axles bent or broken, or with collars worn off uni
chargeable.
(b) Axles damaged by deraUment or wreck.
(c) Cut journals.
"When axles are renewed the axles applied shall be
stamped or prick-punched near the center with the initials
of the road doing the work and the date of renewal."
RULE NO. 10.
Various recommendations were made by the several
clubs in regard to rule No. 10, all of which ihe committee
has carefully considered, but it concurs in only a small por-
tion of these recommendations, namely, the addition of
the words "materials and workmanship" after the word
"design" in the seventh line, and the omission of Ihe hist
paragraph, as recommended by the Central Railway Club.
There are some other changes which this committee would
like to recommend in rule No. 10, for reasons which will
be evident, and it would add in regard to the omission of
the last paragraph that this course is recommended because
it is considered that the use of the 10 per cent, proviston
has been very much abused, and that IIJ per cent, has been
charged in cases where it w:is not ;-•"!".■ ,i, '.) this rule,
and further, inasmuch as it is oj ■ it ilviduals
and companies to charge railway . > i-, r cent,
wherever 10 per cent, is ehargc.l I:, _ mils the
other way, the committee believes tii it tti. > . :^ i, . n it i mate
advantage in having the 10 per cent, provision at all
Rule No. 10 would read as foUows:
"In the case of cars belonging to private parties or cor-
porations other than niilroad companies, or th:it are not
cared for or controlled by railroad companies, the repaii-s
or renewals of such p:irts :ls fail under fair usage, or on
account of ordinary wear and tear, or b.ad or inferior de-
sign, material or workmanship may be made by railway
companies and charged to owners at the rates prescribe;i
by the rules of interchange. In such cases railroad com-
panies shall not be lijilile for the replacement of worn out
brake shoes, journal bearings, journal boxes, center plates
or bolts, broken truck timbei-s or truck or draft sprinL's.
J failure occurs when the car is wrecked."
RtTtS NO. 11.
The committee would recommend that rule No. II
be modified by adding after the word "owner" in
•"- eighth line, the following: "If the route coincides
that over which thecar passed to the point where it
lie unserviceable no liability shall be incurred as be-
n the owner and the road handling the car, cither lor
freight charges in handling the car or for carservica during
tiiifl moTemant.** ^
THE RAIL^^TAY MASTER MECHANIC.
August, 1891
The Western Railway Cl'Jb recommends the
the fourth paragraph of rule No. 17 between the words
"with" and "date" the words "the initials of the road ap-
plying them, the." The committee thinks this is a good
recommendation, but it would propose a slightly diiferent
wording so that the paragraph would read as follows;
"Whee& applied must be marked on the inside with the
date, the initials of the road doing the work and the place
where the work is done."
BCLE so. 18.
The New York Railroad Club and the Central Railway
Club both recommend that rule No. 18 be amended so as to
allow certain splicing of sills which is not cow permitted,
but the committee does not concur in this recommendation.
KULE xo. 30.
The New England Railroad Club recommends that rule
No. 20 be revised to require that a defect card shall state
the wrong material used, in which the committee concurs,
so that the last clause of rule No. 20 would read, "each
defect card shall state the wrong material used, and shall
pass the car back to the owning road."
The Central Railway Club and the Western Railway
Club recommend that a penalty of 25 cents per day be re-
quired for aU time in excess of 30 days before report is
they also recommend that the
penalty be required for delay beyond 60 days in rule No.
22. The committee concurs m the spirit of these recom-
mirukitii.!]-, ;in.l would recommend that rule No. 31 have
a new srnt-iiri' ailded at the end, to read as follows: "In
,;isc (if lailurr in make such reports within 30 days, a pen-
;iltv "f -.'. .■.■iit> pel- day may be charged by the road own-
iiitMlir car l..r I Mch day in excessof 30 days before such
Rule xo. 22.
In accordance with the recommendations mentioned above
and the concun-ence of the committee therein, rule No. 22
would be modified by adding at the end of the rules as it
now stands, the following: "In case of failure to complete
the rebuilding of the car within 60 days from the time that
notice of the age and value of the car destroyed has been
received from the owner of the car, a penalty of 25 cents
per day may be charged by the owner for each day in ex-
cess of the tiO days after such notice has been given."
RUL
stead of
concurs i
rule would read, "Requisitions for such material shall f
that it is for repairs of cars, and shall give the number and
lettering of such cars and pattern number of castings re-
quired when possible."
The New England Railroad Club recommends that the
next to the last paragraph of this rule be revised by add-
ing at the end of this paragraph the words "including
freight." The committee il.ics m.t concur in this recom-
mendation, but would rcc. [Hill. -111! tliat the words, "without
freight charges," be ail.le.l t.i this paragraph, so that it
would read, "manufa.tiii-e<l ai-ti<les not included in the
above list, at the current uiaiket prices, without freight
The committee takes this view of the case, because it
considers that it is desirable to have a fixed figure for such
manufactured articles rather than a variable figure which
would open the matter to disputes over freight charges
added by the different roads.
The Western Railway Club recommends the addition of
a detail list of hours of labor to be allowed for different
jobs of work upon cars, such as renewing one or more draft
or intermediate sills or end sills, or for draft timbers or
end posts, draw-bars, etc., etc. The committee does not
concur in this recommendation, as it does not believe it pos-
sible to fix the hours of labor pi-operl}- chargeable for such
repairs of cars in interchange.
iiiLE so. 29.
- The Western Railway Club recommends that rule No.
2S be changed to read as follows: "Any railroad company
that does a general traffic busine.ss may become a party to
the code of rules by giving notice through one of its gen-
eral officers to the secretary of the Master Car Builders'
Association providing the application is approved by the
nite to justify such a distinction in the rules of interchange,
and it does not think that the executive committee could
properly determine what constitutes a general traffic busi-
ness in the sense of this provision.
F. D. Casaxave,
G. W. RiioiiEs,
M. M. Maktix,
J. W. Maki.en,
JouN Mackrszie,
Arbitration Comniittee.
"Brake Shoes" is the lnscri])tion emb<jsscd in gold
on the cover of the catalogue just issued bv theCon;;-
don Brake Shoe Co., of <'lii.>;i._'ii. It inv',-^ illustra-
tions, price lists, etc., of th'' l^r a, . -in.. madn iiiHlfl-
the Ross, Meehan, Shejipai.. . , i,:,i, i,i>
and directions for ordeiin i ! .4
l.i- ,ir. .',,1 ll,;-,ilh,-,-
n has
also two or three e.tcellent half tone illustrations of
the crucible steel furnaces under blast in the foundry
of the Congdon Brake Shoe Co., at Chicago, and of
the storage ro<jra of the same concern showing large
piles of brake shoes in stock.
This catalogue is a thoroughly "business" one and
gives just what those who order shoes want in the
fewest and clearest words. Artistically it is a delight
to the eyes. Whoever planned it and superintended
ts issue knows how to do that sort of thing.
PILLAE CEANES.
The pillar crane which is shown in the engraving
is one designed by the Yale & Towne Manufacturing
Company for the N. C. R. R. at Baltimore, Md:, and
may be taken as a general example of the pillar cranes
made by that company.
The crane consists of a heavy cast iron pillar with
broad base, designed in a form to oppose a uniform
resistance to the stresses upon it and moimted upon a
foundation of depth and area proportioned to its ca-
pacity. The pillar is tirmly anchored to the founda-
tion by heavy bolts extending through to a founda-
tion ring upon which the masonry is built, and in this
way stability for the heaviest loads is obtained.
The moving parts are all suspended to the top of
pillar upon a yoke or cross-head, which is carried
upon a steel pin, forced into the top of the pillar and
fitting into a suitable bearing in the cross-head. Here
ample provision is made for lubrication and to re-
ceive wear.
The boom, from the outer end of which the load is
suspended, is formed of a pair of rolled channel bars
latticed together and its vertical pressure is carried
entirely by two hanger rods connected to the cross-
head. The horizontal thrust of the boom is received
by thrust rollers which travel upon a hcariut,'- surface
impossible for them to fly back. The value of this
safety feature cannot be too highly estimated, as it
removes entirely all danger to employes or to mer-
chandise from loss of control of crank s or brake.
When the empty chain or light loads are to be low-
ered rapidly the "dispatch lowering" device may be
used. This is oi>erated by the hand wheel shown just
beneath the large spur gear wheel in the illustration,
and by Its use the load may be permitted to run down
at any desired speed, remaining at all times under the
entire control of the operator. Under these circum-
stam^es the hand cranks and gear train remain at rest,
the drum gear and pinion only being in motion, and
dispatch lowering is thus safely and readily accomp-
lished.
Special care is given to the manufacture of the chain
which is used on all the cranes of the Yale & Towne
Manufacturing Company, all chain being made and
tested most thoroughly at the works of the company.
The workmanship throughout is of the highest class.
A NEW SCEEW UACEINE.
We illustrate beienith a new sciew machine built
by the Niles Tool Woi ks, Hamilton Ohio This md-
cliiiii has 111 I 11 spi I i.ilh di sigQcd foi lailioad and lo-
ILLAR CUANE.
around the base of the pillar, while the outer end of
the boom is connected to the cross-head by two tie-
rods.
The winch, by which the hoisting is performed,
contains many valuable features. The chain, after
having passed about the blocks, is wound on a grooved
drum of large diameter, motion being given to the
drum by a train of spur-gearing operated by the
hand cranks. Two changes of speed are obtained
without shitting cranks. The large diameter of the
drum reduces the bending and wear of the chain to a
minimum and the dii'ect train of spur-gearing en-
ables a high degree of efflciencv to be secured.
The construction of the winch is such as to secure
the greatest safety and facility in handling light or
heavy loads. Lowering is effected by turning the
cranks backward, the load being at all times sus-
tained by the action of the Weston safety pinion, and
the rapidity of the descent is under control at all
times. When the motion of the handles is stopped
the lowering ceases, and should the handles be sud-
denly let go, their motion will stop at once, as it is
comotive shop use, to' take in the largest screws,
studs and pins used about locomotives. It is of the '
same general design as the Niles screw machine so
well known among railroad master mechanics and in
use in many of the leading railroad shops. It has,
however,,a number of improvements adapting it to
the special work for which it was designed.
The capacity of this machine is for making studs,
set screws, etc., from Hn. to 1 i in. The spindle is
4* in. diameter, with a front bearing 6i in. long, and
has a hole 2 1.5-16 diameter through it, so as to take
2} in. slock.
Both the cone and face gear are loose on the spindle
and are driven, one by a friction clutch, the other by
a saw tooth clutch, the clutches being thrown by a
lever placed at the front of the machine convenient
to the hand of the ojierator. The friction obviates
the shock incident to starting the spindle at a high
velocity, as the motion is gradual, while the tooth
clutch on the face gear insures steadiness of motion
under heavy strain. The change from cone speeds
to gear speeds is made instantaneously by throwing
AiT.rsT, 1891.
THE RAILWAY MASTER MECHANIC
this clutch. The turret is fi.xed to a heavy saddle
and revolves automatically. One siiecial feature of
this tool is the fact that the point at which the revo-
lution takes place is adjustable and is indicated by a
gauge at the front of the turret slide; hence the tur-
ict may te re.olved as quick as it clears the work,
and when operating on short work it is not necessary
to run back a great distance in order to complete the
revolution.
The carriage has power feed operated from the back
feed shaft indei>endent of the motion obtained by the
leaders. ,\ pump is supplied with each machine
which pumps the oil or water from a tank in the bed
of machine, and is provided with a saf< ty vaUo
whereby all excess of oil is returned to the tank, and
allows the pump to continue working when the dri)>
cocks at the tools are closed.
The extensive outfit usually furnished with the ma-
chine consists of taps, dies, etc., for cutting from J in.
to U in. inclusive. This machine is throughout
heavy and substantial, and the tools which are sup-
plied with the machine are of the best description for
producing accurate work and doing it rapidly.
TURRET TOOLS.
The tool used for reducing stock, called the turner,
illusti-ated herewith, (Fig. 2i, consists of a hollow
shank A fitting the turret. .\ hardened steel bush-
A NEW SCREW MACHINE— Fm. 1.
of set screws F. The cutting tool i) is a piece of
square steel hardened throughout. It is held by the
bolt with just the proper clearance on the face. It
cuts with its end without any springing, and on this
account will stand a very keen angle n' cutting edge.
There is hardly any limit to its cutting power. It
will cut an inch bar away at one trip with a coarse
feed. Two inch stock has frequently been reduced to
9 in. at one cut. This tool is not expected to smooth
the work: it is used to remove the bulk of the metal.
CUTTING THREADS.
The thread is first cut with open dies held in an
open die arm shown at the back of the machine. This
arm is bniu;.'ht over to the wrn-k and
lar to a
ing iJ is held in its front end by a set .screw. This is
the standard size to which the stock is to be reduced.
An end cutting tool D, shaped like a caipentc-r's
mortising chisel, is held by a heavy mortised bolt in
the front lug of the shank. This tool is held endwise
by a collar screw E, and secured in place by a pair
boll cutter head. It i- pivoted to the rear of the
riage and is thrown back when not in use.
a set of oi)en threading dies which can be kept sharp
by grinding. The dies are very quickly changed
from one size to another and a hob is furnished for re-
cutting same.
After the stock is thus removed, the thread is sized
up by a solid die held in the die holder illustrated
herewith (Figs. 3 and 4). This die holder is arranged
to automatically stop cutting when the thread is cut
far enough. It will cut a full thread cleanly up
against a solid shoulder. It consists of a hollow shank
A fitting the turret: a sleeve J3 fitted to revolve and
slide on the front end of the shank C: a groove E
bored inside the sleeve: a pin i) on the shank fitting
freely in the groove E; a key-way F at one point in
the groove and leading out each way from it, and a
thread die G held in the front end of the sleeve.
When the turret is run forward, the thread die
takes hold of the bolt to be cut, but it revolves idly
instead of standing still to cut, until the pin D comes
opposite the key-way F, when the turret still being
moved forward, the pin enters the back of the key-
way. The sleeve now stands still, the die cuts the
thread and pulls the turret along by the friction of
the pin in the key-way. Finally the turret comes
against its front stop and can move forward no furtlier:
consequently the sleeve is drawn forward on its shank
V and the instant the pin reaches the groove E the
die and sleeve revolve with the work and cease cut-
ting. The machine is then run backward and the
turret moved back a trifle. This causes the pin to
catch in the front end of the key-way and the sleeve
is again locked. The die then unscrews and, in do-
ing so, pushes the turret back. A tap holder may be
inserted in place of the die, and plug laps may be run
to an exact depth without danger.
This machine is indisj)ensable in any well equipped
railroad shop. It will do a great variety of work in
addition to making studs and set screws. There is
hardly a limit to the variety of culling tools which
can be set in the turret to do different parts of the
work on a piece. Fancy end shai)es, etc., as well as
different effects on large flat jobs all come within the
range of the turret operations. The NilesTool W(]rks
will be pleased to furnish a descriptive catalogue of
these machines, illustrating samples of the varieties
of work that can be done on them and full description
of the operations. They are also prepared to furnish
card boaVd tables of standard screws, heads and nuts
very convenient for- use throughout the shop.
These tools are built by the Niles Tool Works at
HamilUm, ()., the well known manufacturer* of a full
line of heavy railroad machine tools.
We met several gentlemen at the conventions who
claim to, and do, produce thoroughly satisfactory re-
sults in the way of purifying water, but we think they
would shrink from attempting to treat some wale."
which Mr. .James Horsfall, of England, had to use in
his engines while locomotive superintendent at
124
THE RAIL^VA^ MASTER MECHANIC.
Chanaral. Chili. Here is his account of the contents
of one of the wells from which the Chanai-al water-
works drew its supply:
"It is entirely uncovered, and the brink is on a level
with the soil. In and around this well the following
articles were discoveied: A gentleman's hat, and six
j-airs of boots: some cats, and part of a dog: a large
number of dead fish, three pairs of lady's stockings in
a very dirty state, three trouser seats, a large quan-
tity of manure, and a vast amomit of refuse from the
copper smelting furnaces: two old shovels, a large
number of fe athers and old bricks, a lot of ashes and
scale from the boilers, a quantity of putrid sea-weed,
one lady's hat, and half a dozen dead sea-gulls, an old
fishing net, some dirty old sackcloths, old wire fenc-
ing, several rusty oil-cans, a lady's dress improver
with pads complete, si.x tons of ash-pit refuse, one pair
of gentleman's pants, two metrical quintals of old
ropes and a lady's chemise in fair condition, one old
brass candlestick, one door-mat (very dirty) half a
pelican, one pair of lady's stays, hind leg of a cow, six
dozen straw covers for glass bottles, another pair of
stays, and a pair of drawers, six old sacks, a pair of
boots for a little boy. and one gross of dead crabs, a
large quantity of skin and hair of dead pigs, the rem-
nants of a carrion crow, tons of bitter salt that had
accumulated in working the condensers for the last
seventeen years: another dead sea-gull and -
ding which had probably been thi
some infected ship and washed ^
pelican, with the claws and part of the flesh i-emain-
ing. a pair of shoes for a little girl, front leg of a
mule, portion of a bullock, a goat's horn, a gentle-
man's white w^aistcoast, one dozen old tin kettles, one
dozen horses' sweat cloths in verv bad condition, one
lady's underskirt, vertebra and pelvis of a mule, a
horse's leg (hind), a dead seal, badly decomposed: a
])air of bathing drawers, two pairs of trousers, and a
chafing-pad from a ship's lifeboat, one lady's bathing
costume, and a lotof other things which it is not allow-
able to mention in polite society.
can be made, as the adoption of impei-fect standai-ds b\
this association would have the ttn.lciuy to prevent thi
iDvestigalious -which it is our oI)jcci to encourage.
This view of what the standards of the association should
be suggests that for the present they be contiued to sucl.
subjects as are indicated by the following standards
already adopted :
United States screwthreads, micrometer gauge for '
These standi
like nature ■which may be added are important in our deal-
ing ^vith manufacturers, and the general adoption of these
wul be in the interests of economy, and your committee
would recommend that tliey be maintained' and realhrmed
as standards of this association. But the axles for light
and hea\-j- tenders and the tests and speciJications for
cast-iron wheels should not be standard, but sliould have
the indorsement and recommendation of the association, to
be adopted by the members as they may see it to the inter-
ests of the road they serve. Of the journal bearing, jour-
nal box and pedestal, ihese standards were adopted by a
joint committee appointed by the master car builders and
this association, and your committee are of opinion that
it was proper to appi-ove the recommendation of that com-
mittee, but that it should not be regarded as a standard of
this association. The only other st-andard -which has been
adopted by this association is that of making six miles per
hour the standard mileage for engines in switching service.
The committee think this is the general practice, and should
have the recommendation of the association, but it is n(^t
of sufficient importance to be placed on the list of stand-
ards. (Signed) William Swakston,
C. H. COKT,
J. S. Mc Ckum,
■William Gakstano,
Thomas Shaw,
Committee.
;of .
le Master Car Builders'
Brake Standards and Inspection and
Brakes Upon Fi-eight Cars," -wotUd report to
"fi^';
The transportation department of the world's fair,
is now being organized. Mr. W. A. Smith, of thr
Railway Review, has been appointed chief of that de-
partment, and has assumed the duties connected j
therewith. From now on this department, in which
the interest of railway men will especially center,
will be vigorously pushed.
TBE MASTER MECHANICS' ASSOCIATION.
Following are some of the reports presented at the
Cape May Convention of the Maater Mechanics' Asso-
ciation, which we could not find space for in our last
issue. The remainder of the reports will appear in
our September edition.
REPORT "X ^'1 \\i. MMi^ (IF TBI A^-^'n IAMmx
j'ou as follows :
The matter of applyini
tion and pi'oper proi>orti(
came of sueh importance
uniform operation of the air brake iu freight trains, that
the Master Ca- Builders' Association, some time since,
adopted a standard system of brake gear for all freight
cars equijiped with the aii- brake.
One of the questions before the committee of that asso-
ciatiun Ibis year was whether it is desii-abie to make any
.I,'. I ,i;..i,- "ii ilii> existing standards. The committee sent
■ '.,■ I M.T for information upon this subject, and
! I ., -' !ts compiled from the replies to these let-
the
these investigations, submit the following report;
The first important question that came up for our con-
cidcrution was what class of subjects should be standard-
ized by this :iss.»iati<>n. and here we found a u ide diffcr-
sidcring the subject, however, your committee have con-
cluded that there are but few of these subjects that are
not the matter of progress or evolution, and that the prin-
ciple of the survival of the fittest will work out the stand-
The principal business of the members of this association
is connected with the
of locomotives, and this work
rated by
c:irs. It further appeared, from the statistics above men-
tioned, that a very large proportion of all the freight cars
which have been equipped ^\^th the aii- brake within the
last two years have also been supplied with the metallic
Y.iur committee feels the importance of the use of a thor-
nu;;hly eftiiient system of brake gear in couueetionwith the
ux' "M he air brake, and the same reasons which make it
equally imjiortaut that
brake beam to tender trucks, and that the
same be made a standard in all cases where the air brake
is applied.
In the joint deliberations of these committees, it also ap-
peared absolutely essential to the securing of uniform
and good results, from the operation of the air brake, that
uniform methods of careful inspection and test of the air
Inake apparatus, both upon locomotives and upon cars,
-1m. ,;.i ii' iii-i'.lutcd and maintained upon all railroads us-
' ' i; ' There is no doubt in the minds of your com-
.' :; . ', II suits obtained in the use of the air brake
i ■ I > far short of the best which it is possible to
I I'm, '[],'■ r.iilroad companies, ha^-ing expended a large
amount of capital in the equipment of the rolling stock
with tht) ail- brake, should reasonably expect to obtaiu all
the advantages which may be derived from its use.
To secure this efficiency, therefore, and to obtain a uni-
form service of the best'nature from the air brake, the
>;ii; . i.tiiii.iiii'i-' has carefully considerr.l :ii .i ]ir. i..ir.'.I a
I.'.:,". ..i.i. ,'i.itus. To further insur. ■!:■ s- '^ ■ - hy
■ :v \, -.hIi .■in|.;.iyr. of SUch iuformat i. .ti ;iimI ii,-^ ,1-
wiii tiiiibiu liiui to intelligently perfui tu lii> ■ ' ■
committee has recommended a personal e.x.iin :
each such employe, by some suitably appointed \>-
has also prepared a system of questions and an^.v . i
fuide for such examination, and which will insun u.-- - i ,
esirable result of the instruction of all employes upon a.i
roads alike.
It is proposed that the rules governing employes, con-
cerning the air brake, and the system of questions and aii-
swt-rs fur e.xamination. hi- jiriutcd and bound to*_^ethor, in
opera
The:
) locomotives in their care r
able with other roads, and their oper;i
them being confimd to tlu- road which
ial that the stand-
Your eoiii.iiiiu . ui. lii .itxord with the views' expressed
n the annual addre-^- "t" the president of this association
it Ihe meeting in l>sf.'? at Alexandria Bay, and beUevc that
he object of this associatiou is educational ; that through
ts committees on different subjects the results of the dif-
ferences in practice of the members should be presented,
employes
■inting of
the railroads hy the M;istor Car Buildci-s'
1 the same manner in which the code of ruli
uterchabge is now prepared.
Yom* committee appointed to investigate the subject of
•{.■-■ M|>n;i ;lKit they duLihle-erew part of the year.
I WLUity-nme express a decided preference for double-crew-
ing over tliat of pooling, while six only prefer the pooling or
chain-ganging system.
Those who double-crew or pool make various statements
on the amount of extra power they would require if
obliged to ;issign engines to regular itv\\ ■:, idi :, i ii.,uire
IU to 15 per cent, and the highest 5U \n-f >
Reported costs of running rep drs f-i |. , : _; t-^ lui
10 roads whose quote vary from 2 47 cr r^ i . - ui , , i.t-. per
mile; the others report that they do icii !;■ rp in^-ni of
pooled engines separate fn-m thns-- tiii\ iiil' n-L'uhir erows.
The advantiiges of operatiui: litrnit]nii\ r-, wiili more than
power, decreases the amouut of fuel wasted in bousing,
banking fires and restarting them, and saves round-house
room and fuel and plant for warming them in severe weath-
er; where there are an unequal number of trains in oppo-
site directions, the pool system gives the men exactly
equal hours of rest and equal work. By the .luuhi.'-erew
system almost as much ser\ i. . , m ii. -. . ,i. .; -a- b^ the
pool system, but not as even . ' . - ■ ' ■
The gi-eatest disadvanta'j- ^ ' ,i ■ ::i' ^ sys-
tem is that it relieves the en... : XI, -I I i.^pou-
sibility ; they lose all interest in ih- ■ .>r< ,■■,.; n,,e;'n-M;niee
of the engines, and in consequence less miles are made be-
tween overhaulings than where the men try to maintain
the power. It is almost impossible with any double-crew-
ing system now in vogue to fix the responsibility for the re-
sults of misuse or carelessness, such as cut journals, valves,
etc. It is difficult for the firemen to learn the peculiarities
of steaming of the different engines. The engines are not
properly cleaned, and no incentive is offered to the men to
be economical iu the use of fuel or supplies. The irspec-
tion and cleaning usually attended to by regular crews is in
pooling an extra expense.
The double-crew plan leaves the care of the en^ne
between two crews, and the entire sense of resjwnsibilitv
is not lost, but it is a very difficult matter to
arrange the runs, especially on freigh
; C, M.
St.
commences to ovr!-., ■ ■ -■ ■■("-nl"
orehain gangeiii.u^. .. i ■ ind
distribute the exir.i p' ■■■■■>. ; i;. ■ ii.' . .i h.-i .; i ■■,;•-,. .:i u> r-'.ieve
the pressure.
The motive power officials of one or two roads express
themselves as satisfied with pooling, but all the others say
they pool or double-crew only because they have not enough
power to do otherwise. As each one of you will have to
meet the exigencies of your own particular service and
equipment it would be worse than useless for this com-
mittee to recommend you a coui-se of action for or against
using locomotives with more than one crew; you will cer-
tainly use the least possible number of crews to obtaiu
. The tendency of modern operating
liedt
j business with the least in-
vrsnii.-nt fni p..wer possible, and it is more than likely
that iH'iM- of tlie large lines will own engines enough to
man eat h v.ith a single crew and do the work.
Your committee is led to beUeve that pooling can only
meet with success where particiUar attention is paid to the
inspection and repairs; in fact, where they make speciiU
provision to care for the engines, as they do on the P. R. R.
No road can hope even for comparative success, handling
the work as they would where engines had their regular
In passenger service your committee believe that the
double crew plan is better than the pool system; the runs
can be more evenly distributed, and the double crews do
not lose tneir sense of responsibility or relax their care of
fuel or stores. In freight service it is a very difficult mat^
ter to arrange the runs for double-crewing, and where many
"extras" ai-e run, and the seniority of engineers calls for
the best runs, it is well-nigh imi>i'ssible.
Wh
g is f. uh.i ],■ 1 ---,11 V. .'ven temporarily, your
vip' - ■ iv put\m to clean all
v.l - -. while the fire is being
IIn-,tl.is ^hniild be provided at tcnninals
II t(i a track where all this work can be done
•~.iT!ie time the hostler and liis helper should
1 lid clothes boxes of the crew that brought
till put on the private boxes of the men who
nut ; boxes specially designed for handling
^vided. The oQ and supplies should bo
.n'w and not to the engine; this provides a
I fulness and is an incentive to be reasonably
."h engineer
condition fur further servioa
eugiueer cuuside:
without repairs.
Inspectors should be provided at all changing points
these men should be selected from the most experience,
and cjircful engineers, and no woVk should be done on a
engine without the approval of the inspector.
Joux A. Hill,
THE RAILWAY MASTER MECHANIC.
the rehiti
tiKPORT ON RELATIVE VALUE OF STEEL AN
IRON AXLES.
Your committee appointed to investigate the relati^
v;.iiiPrtf QtAei and ii-ou axles issued a cii-culai- desired ;
particulars about the breakage of axles at
•r of the axles that broke; 2, to find out about
wear of steel and iron axles between turnings.
The members did uot display much interest in this ques-
tion, for only 25 answers were received to the cii'culars,
and the replies did not throw much light on the question
under investigation. Ten of the roads heard fi*om were
using iron axles exclusively, six were using principally
iron, two expressed a preference for iron and four preferred
steel axles. The information obtained respecting the
breakage of axles was not of a kind from which safe deduc-
tions could be made. Iron axles and different kinds ol
steel axles broke. In some cases the journal wear was
very gi'eat; in others the wear was small. Except in the
letter from Mr. T. N. Ely, of the Pennsylvania Railroad,
published below, there wore no facts given by those who
sent in replies to show any special cause for axles break-
ing.
ITiero is a conflict of opinion among our members as to
the relative value of iron and steel for durability
between turnings. Several of them say that steel
gives the better service, while others suy th'at irou wears
belter than steel. A case is mentioned by Mr. A. T. Hats-
well where iron axles have run between 2O0,0iK) and 300,000
miles without tui-ning, and that they still calliper perfectly
iu with a reduction
other h:uul, Mr. E. T?. \V;i
largo r-.iids by siiylim iba
31 about l-3:i in. On the
> -xporicnce of several
■ 'j:yv'i t ho greater ser-
hist two years iron driving axles were used exclusively
enger
■■- ■■■ih-i\ing axles in freight
con. - r , 1 iiiat-erial from ii'on to steel, but re-
tiiiiii' - ^\ere formerly used. In foi-mer
ye;ii ^ when making the key way for the
driv I ! ij . I ii a center diill two or three holes
near !iK- lumi . iiu -■; luc wheel fit on the axle, chip out the
uielai standing bctwLuu them, and plane the key way.
*'This practice, especially in the case of steel axles, was a
soui'ce of great trouble, because the reduction of
diameter, slight as it was, at the inner end of the key wav
caused the steel axles to break, and like all steel axles they
broke in detail. This was altn<jetlier due to the pressui-e
upon the piston. It is reaiiily seen that this assertion is
corrci't, when it is remembL-red that the key-ways in the
wheel and axle are always intension, whether the'piston be
at the forward eiul of the stroke or at the back end. This
method of UKikiii;; ihe key was abandoned and a milling
machine madu u^v of, so that the bottom of the key-way
gradually rises at ttie inner end of the wheel "" ' "
have occurred.
change was made no further breakages of
"One very striking thing observed in the breakage of the
steel driving axles was this: The center diill was made
with the usual small teat, which, of course, left in the cen-
ter of the bottom of the hole a small cavity, and the frac-
ture of the axle was invariably through this small cavity,
cleai-ly illustrating one of the pecuUaiilies of steel, viz.,
that, when breaking, the fracture will invariably occur di-
rectly through the smallest section, audit is quite different
in this respect from wruUL-ht mm axles made of scrap, for
in the case of tlir ,i:'. ; 1 1 i> ! ne was just as frequently
at some other p . - '■ the small cavity. Since
this fault of cni,-' ;i .hanged no further frac-
tures have occui! . ,, , inoutioned, and such frac-
tures were alw;iy-~ . .it!! •■■ ■}■.•■ main <", riving axles. The
other point at which fraeturcs occurred occasionally is in
the reduced portion of the axle between the journals. Some-
times it occurs through the key-way for the eccentrics and
sometimes nearer the center, where the axle is still further
reduced, but breakages of this kind are again only foimdon
the main driving axlea.
"There is no record extant of any of the other driWng
axles ever having broken, except in ih^ case of the one class
of engines, where the last axle is under the fire-box, and
then only in cases where the ;ish pan has become defective
by inattention and the covering over the axle warped out of
shape to such an extent as to cut a groove in the axle.
"K'rom this it will be observed that driving axles very
i-arely break in the journal, or even in the wheel fit, and, as
a consequence, the diameter of the fracture is that of the
original diameter of the axle. The cause of this is mainly
that by a fixed limit for wear, instead of a mileage limit,
the axles are removed before the danger ix>iut is reached.
••Engine truck axles are made of steel and hammered scrap
iron. Steel axles are used in the passenger service and
iron axles iu the freight service. A breakage of either is
exceedingly rare, principally on account of the limit in
journal diameter, which removes them out of service be-
fore the danger point is reached.
"All sizes o.f axles have broken under cars. We cannot
say, however, that steel has been worse or better in this
re-spcct than iron. There have been cases of the large size
of axles breaking in the journal, and in some cases even at
the center of the journal. The c;ises, however, arc not ver>'
common, so long as the rules for journal limits are properly
observed. A few axles have, however, broken between the
wheels in the reduced portion. The cause, however, was
mainly incorrect shape. As now made, the only danger
point IS the inner end of the journal, and breakages at this
point are guarded against by the rules for journal limit.
" Steel driving axles and steei engine truck axles are made
from open hearth steeL Steel tender truck axles are now
used for all classes of new engines, and are made from
open hearth or Bessemer steel. All car axles now used,
whether for passenger or for freight service, are made of
open heai'th process. In the frei>
hearth and Bessemer st'
axles and iron locomotive ti'uck axles are made from
mered scrap.
**In the second question the point is raised as to the rela-
tive service obtained from ii-on and steel axles between
For the reasons ali'eady given no data are ob-
recommend
mugs. .
labfo."
conclusion, your committee is unable
any standards, owing to the limited number
ceived in which any recommemlaiinu is i
Thee
REPORT OF COMinTTEE ON EXAMINATION OF
ENGINEERS AND FIREMEN,
uiltee appointed to investi-j-ate the subject of ex-
of locomotive engineers and firemen on their
fLo the use of fuel, care of the locomotive and
with disorders or disability of machinery, to
!nt practiced, and best plan for conducting the ex-
, sent out the following questions :
No. 1. Do you examine engineers employed from other
roads on anything except time-card rules Tlf so, what plan
do you pui-sue, and of what does the examination consist f
No. 2. Do you examine firemen candidates for promotion?
If so, what line of examination is followed i
No. 3. In hiring men forfiremen.whatagedo you consider
the limit past the age of 21 years!
No. 4. Do you advise the first year in service, as fii-emen,
be on switch engine!
No. 5. What do you consider the shortest time a fireman
should serve in that branch of service before he is allowed
examination for promotion to engineer? If fireman fails in
examination, how do you deal with him!
To these questions your committee has received 50 re-
plies, fairly repi-esenting the best practice in the country;
and by first presenting an analysis of these answers tibe
concensus of the practical experience of the country will be
shown, and, second, some recommendations based on the
general subject. By so doing your committee trusts that
it has thus fulfilled its duty to the association on this im-
portant subject.
Q. 1. (a) When possible, such as old roads, trunk lines,
etc., it is not considered best to hire engineers, as such,
from other roads, but to make or educate their own engi-
neers from the ranks, and by so doing have men that are
better adapted to the requirements of the particular s. i
vice required, a better opportunity is afforded former. :
timate and satisfactory knowledge as to the chai'acti t ■
the men, and does not place any hindrance to the hi ~
incentives and inducements for men in the ranks who .ii<
looking and working towai'd the higher positions.
(b) But when such as new roads and isolated systems it
is not possible to educate or make all theu" own engineers,
it is deemed best to give applicant same examination as to
firemen candidates for promotion; in addition to this have
to furnish satisfactory evidence of character and disposition
from the roads where theapplicant has been employed.
Q. 2. Except in a very few cases many general replies
have been given to this question, stating that applicants for
promotion were questioned and carefuUv examined, but not
stating any particular form, merely citing questions that
would illusti'ate the general form or method used. The most
elaborate plan handed in is that of Thomas Walsh. H. &. St.
L. Div. of L. & N., who states that the applicant is handed
a list of questions, answers to which must be written in
the presence of the examiner, and in addition the applicant
is questioned fully on each question. If the answers ai'e
satisfactorjr the applicant takes the list of questions and is
again examined by four of the oldest engineers, who sign
the paper recommending the applicant. The applicant
brings the list so certified to the master mechanic, who
places same on file in his office. The master mechanic then
It a letter to the trainmaster, stating the
extent and nature of previous examination, with the re-
quest that the applicant be ready for examination on time
card rules; if this examination is satisfactory the trainmas-
gives a certificate to this effect. The applicant, armed
;h the certificates from master mechanic and trainmas-
, presents himself to the superintendent for inquiry as
record, character, etc. If this proves satisfactory the
jerli.i^ hi. !,i -'jii^ til.- certificate; armed with these in-
•>• ■ ' ^T is then furnished with proper
'i' I ' '; ii:|'leto form of questions was fur-
as the cii
mittin- t
al based on
yourcomnii
synopsis of
(a) Expla
The
'Ivancedby Mr.
•>pos and with-
e grounds that
'iitiuL' a brie)
The ^
vithout directing your atten-
uiL^ed by our secretary, Mr.
vii book on "Locomotive
pretty thoroughly
subiccts desira' '
r staudard plan for
desirable for
he whole field ur ranj
framing a particular o
" leers and firemen.
3. The majority favor as a limit past the age of 21
years, 28 years.
Q. 4. Twenty-five out of 47 favor first year's service as
fireman to be on a switch engine.
Q. 3. Thf. almost unanimous opinion is that three years
the shortest time a fireman should serve before being
allowed exam-nation for promotion as engineer, and it is
quite the general opinion that applicant should be given one
two additional opixirtunities, being set back on the
ass cxaminatic '
lat if he fai
from this I
First.— Select good, clean material, inspect for culls, and
have some quick and fairly accurate method of testing for
such defec's as would prevent the candidate from ultimate-
ly becoming a first-class engineer.
Second.— Provide the opportunity and means, or at least
point out the way to the student,, to iCarn the rudiments of
his business; first, teach him how to fire before he goes
head over heels into valve motion
Third.— Provide an incentive to the learning of the right
part first, and establish a point at which no progress or
any other defect in the candidate for advancement will
terminate the apprenticeship. Thus, offlcere can provide a
system of periodical examination of firemen, and advance
them step by step until they become proficient eii-
ginemen, and abandon the usual rule of putting a conglom-
erate gang of men on locomotives, letting them fire a term
of years, and select the oldest for examination, only to find
he is not posted and generally defective.
The progressive plan provides in the preliminary examin-
ation a gauge for measuring the character and mental
status of the candidate and probable availability for pur-
poses desired. The first examination occurs after one
vear's service: the candidate's record and character in-
iiuirei into and the questions propounded of an elementary
■ r '' r •<• I'-termine the candidate's foundation work. Es-
hMou given to the proper understanding of sig-
I ^■■' Olid embraces the subject of fuels, combus-
;> and the duties of firemen. The third examina-
I '- .ifter the third year of service, and is a thorough
one on the mechanism qf the engine, brakes, etc., the ex-
aminer requiring: a remedy or cure for every conceivable
disoi'der or disability to the machinery and complete enough
to warrant promotion, upon presenting a certificate of ex-
amination on train and time card rules from the transpor-
tation department. If the candidate fails to pass this
examination he is apprised in detail where he is weak, and
a chance is afforded of posting himself on these defects and
another opportunity given, for with progressive examina-
tions there can be no objection to the "oldest man comine
first." ^
The early examinations are merely to secure the proper
materialjand then put the voung fireman in the way of him-
self getting hold of the rig\it kind of information; advise
him, guide him. and get him in a wav of thinking and
reasoning out things himself . He is led to study certain
important phases of railroading at a time when he needs
infoi-mation on these subjects most, and those who are in-
clined to lag are spurred on by the thought of the next
examination (here follow questions illustrating the forn or
type of questions proposed). Then follows suggestions-
first to the examiner, and second to the applicant— -some-
what on the following lines :
(a) To the examiner:
Bear in mind the experience of tiie man »>..!,.■,' exam-
ined. Do 1
humble him, to *'cai
densely ignorant he
possess. Your real
final examination, it
motive under steam
rather than harehii
: for a
i giving him advice how to gain
:ient and just,
Cbear to those
iiid guide. In
lut to a loco-
i'»wn problems,
and
1 your preliminary examinations,
, and examination book and have
ore you go to examination officer,
i-f- ei>ing for, and are at Icjist
!i ^ sicnalsinuse on the road,
.'iiistion. Be orderly ana
!i fearlessly— the examiner
.. / subject that ynu cannot
A groat deal has been said against having fixed sets of i '
questions for use in examination of applicants; that the i ,
to the questions, etc., and .
settle on the true - a.:'u -j, a-^k tii..^.. atw»v.-
examiner. Kemcmli-r that the e.\:i.; ., ..-•;>.[,". !m v shown
\vill not be asked, so that it will -i^ i - l to
commit answers. What you wan- i i . ; ira.tieal
knowledgeof thesubject: thenyuu e.in .m^,.. ; .n , i<a.-son-
Dou»ttrv to p.,.s! :jp :<.r cx.;ii.:uaIion
ay so. Remember not only yuvir life,
ut the lives of others depend upon your knowledge of
our business, especially about signals and train rights.
Here follow a statement of the qualifications of appli-
ant and a blank form of application, also a list of questions
nd answers and general letter of advice giving such sug-
j geslions as best will direct the thinking, study and do
THE RAIL^ATAY MASTER MECHANIC.
meaner of the applicant who is working for the future and
advancement in his profession.
The plan covers the whole field from the preliminary to
the final examination for promotion, advancing step by
step, and well worthv of careful study.
'^' W. H. TnoMAs,
.1. W. LUTTKELl.,
L. R. P0.MEIIOV,
The necessity of careful inspection.of east steel M. C. B.
standard knuckles and other steel castings is shown by a
recent fact. The knuckle of one of the coupler companies
weighs in solid caststeel 60 Ibs.A knuckle which had passed
inspection at the foundry and which exhibited no external
signs of imperfection was found to weigh only 47 lbs. The
company referred to has found it necessary to weigh all
knuckles and it rejects all those that fall short more than
two pounds of the standard weight.
PERSONAL.
We regi-et to learn of the death of Mi-. S. D. Bradley,
master mechanic of the Grand Riipids & Indiana. Mr.
Bradle,v died July 2:< at his home in Grand Rapids of
acute inflammation of the bladder, resulting in paralysis of
the brain.
Mr. J. M. Saunders has been appointed storekeeper of
the Central of Georgia.
Mr. N. L. Davis, division master mechanic of the Central
Vermont Railway at Rutland, Vt., is dead.
Mr. J. W. Goodwin, chief engineer of the Lynchburg &
Durham Railway, has been given the additional title of
superintendent of motive power.
Mr. H. A. Cooper has been made purchasing agent for
the Toledo & Ohio Central, the Toledo, Columbus & Cin-
cinnati and the Kanawha & Michigan Railways, succeeding
Mr. C. A. Carlisle. Mr. Cooper has been superintendent of
the Toledo, Columbus & Cincinnati. His headquarters
^vill be at Toledo, O.
Mr. C. A. Thompson, master mechanic and car builder of
the Long Island Railroad, has been given the title of super-
intendent of motive power.
Mr. C. C. Dunn, Jr., auditor of the Lynchburg & Dur-
ham, has been made purchasing agent as well.
Mr. C. J. Cooper has been appoi_nteil master mechanic at
Kenton, O., for the Toledo, Columbus & Cincinnati-
Mr. S. W. Champion, superintendent and purchasing
agent of the Green Bay, Winona & St. Paul Railroad, has
been promoted to the position of general manager.
Mr. W. F. La Bonta, general storekeeper of the Chesa-
peake & Ohio, has been made purchasing agent of the road
as well. All purchases except stationery, fuel and ties,
will, we understand, hereafter be made through his office.
Several changes and appointments have been made in
the car building department of the Lake Shore & Michigan
Southern Ry. Mr. B. F. Rumberger has been appointed
division master car builder »f the company, with headquar-
ters at Nonvalk, O., with jurisdiction on the Toledo divis-
ion, from, but not including Berea, O., to. and including
Millbury, O. Mr. Thos. Fildcs has been appointed division
master car builder of the western division, with headquar-
ters at Englewood, 111., with jurisdiction from Chicago, to,
but not including, Elkhart, Ind. Mr. F. O. Bray, the divis-
ion master car builder at Adrian, will have jurisdiction on
the Michigan di-i-ision, from, and including Elkhart, Ind.,
to, but not including Millbury, O., also on the Detroit,
Lansing and Kalamazoo divisions. As noted in our last issue,
Mr. G. N. Dow has been made division master car builder
at Cleveland, vice J. Withycombe transfei-red. Mr. F. H.
Soule has been appointed general cut inspector in the place
of Mr. Dow. Under the new arrangement all employes of
the car department will report directly to their division
master car builders in a 1 matters, unless .specially directed
otherwise.
GOSSIP ABOUT CAR AND MACHINE SHOPS.
It is reported that the Norfolk & Western Railroail Co.
will enlarge and improve its roundhouse and machine shops
at Bluefield, W. Va.
The new and extensive shops of the Northern Pacific
Railroad Co., at Edison, near Tacoma, Washington, are
now rapidly nearing completion, and it is expected thai reg-
ular work in them will begin September 1 . These shops
are verj- well arranged in all details, and will give employ-
ment to about 2,000 men when in fuU operation. The shops
will be lighted, and also the turntables operated, by elec-
tricity. It is the intention of the company to do most of
the repair work at these shops, and the machinery and
tools used will be of the most modern and improved types.
The dimensions and some other details of these shops ap-
peared in the January, 1891, issue of The R.vilwav Master
Mecuasic. The illustration of same appears in this I
The improvements which the Cleveland Twist Drill Co.
if Cleveland, Ohio, are making to their plant are about
ompleted. The addition is IIS x 40 ft. and three stories
ligh.
The Industrial Works of Bay City, Mich., will soon com-
mence the erection of an addition to their present works.
The addition will be built on the opposite side of the street
from the old works, and wiU be 255 ft. x 90 ft.
The Jeffrey Manufacturing Co., of Columbus, Ohio, re-
cently purchased three acres of ground adjoining their
present works upon which to erect additional shops. It is
three or four years since their present shops were
built. These were then supposed to be ample for a long
but the growth of the business has been wonder
fully rapid.
The pi-eliminary arrangements between the City of Lon-
don, Ontario, and the Grand Trunk RaUroad Co. for the
establishment of car shops in London, have been made.
The cost of the proposed shops is SloO,000, .ind the agree-
it consummated between the company and the city pro-
;s that the city of London give a bonus of $100,000 for
location of the shops at that point.
is reported that the Rio Grande Western will increase
shops at Salt Lake City, Utah, by the addition of a
large carpenter shop, boiler shop and by enlarging the
erecting shop.
The Missouri, Kansas & Texas railroad company is re-
ported as to have in contemplation the erection of a round-
house and machine shops, at Trinity, Texas.
The Berry & Orton Co., of Philadelphia, manufacturers
of car builders' tools, are said to have in contemplation the
ion of a large five-story brick factory, situated on the
corner of Twenty-third and Arch streets.
The first carloads of machinery for the new shop of the
Ogdensburg & Lake Champlainroad at St. Albans arrived
during the latter part of June. The repairing for the road
\vill all be done at these shops.
The Harvey Steel Car Co., of Harvey, 111., have let the
contract for the construction of a building the same size as
the one they now occupy.
The Canadian Pacific will, it is reported, erect machine
and repair shops at Henderson, Maine.
The Norfolk & Western Railroad Company have com-
menced work on their machine shops at Lambert's Point,
Va.
The extensive new car shops of the Philadelphia & Read-
ing railroad at Wayne Junction, near Philadelphia, have
been recently completed, and are now in active operation.
This plant will in time give employment to about 500 men.
The Missouri Pacific will rebuild on a larger scale the
roundhouse and car shops which were recently destroyed
by fire at Cypress, Mo.
The Buffalo, Rochester & Pittsburgh Railway is to make
extensive additions and improvements in its shops in the
near future. The company has recently purchased j:iO,000
worth of new machinery to be used in repair work on loco-
motives and cars.
It is stated that the Georgia Midland Railroad Company
will build repair shops at BlackviUe, S. C.
SUPPLY TRADE NOTES.
—The Ohio & Mississippi Railway Co. has li
with the Ohio Falls Car Co., at JeflersonviUe, Ind., to build
a new 00- Toot standard postal car for its mail service be-
tween St. Louis and Baltimore.
—The Consolidated Car Heating Co. has established a
new department in its business to be known as the equip-
ping department. Mr. J, H. S^iwall has been selected to
take charge thereof and he has been designated as superin-
tendent of equipment with headquarters at Chicago. He
will have charge of the application of all Consolidated
C.jr Heating Co. appliances throughout the United States
and Canada. He will have associated with him several ex-
pert mechanics to act as his foremen.
—Mr. L. M. Slack has been appointed western agent of
the Industrial Works, of Bay City, Mich. Mr. Slack's
office is at 411 Phenix Bldg., Chicago.
—The Williams coupler described in our June issue has
now been ordered by the Burlington, Cedar Rapids &
Northern to the extent of 1,500 couplers. The first ordi
for 300 was quickly followed by other orders for 100, 'Mi
and 1,000, making the present total l,.50O. A point ch
for this coupler, in addition to those mentioned in our dc
scriptive article, is that with both lugs of the draw bar,
together with the pivotal pin, gone the knuckle will still
pull the car, by reason of the boss on the tail of the
knuckle. A reference to the engravings in our June issue
will show clearly how this is possible.
—The plant of the Tyler Tube & Pipe Co. which was re-
moved from Boston, Mass., to Washington, Pa., over a year
ago, is now in full operation at the latter place. The roll-
iU is 210 X fi5 ft., the tube works 250 x 80 ft., and the
shop 30 X 50 ft. The buildings were erected
nder the immediate charge of Mr. L. B. Wright, aftei--
:ards superintendent of the works. The tubes produced
t these works are made of charcoal iron, which is pro-
duced by the Piincipio Forge Co., at Principio, Md., of
of which Mr. Wm. P. Tyler is president. The blooms are
shipped from this place to the works at Washington, Pa.
The Babcock & Wilcox Co. is a large user of the tubes pro-
duced by this company.
— The Chicago Belt Line has placed orders with the
Schenectady Locomotive Company for seven t>-wheel 18x24
switchers.
— Owing to the rapid growth of business, and the con-
stant and increasing demand for his specialties, Mr. R.
Woodman, the ticket punch manufacturer of Boston, has
been compelled to select a new location, where he has a
much larger factory, equipped with electric power through-
out, and with improved modern labor saving appliances
especially adapted for the manufacture of his specialties.
The new location is 63 Oliver and 37 Wendell streets, Bos-
ton, Mass.
THE OFFICIAL RAIL'WAY LIST.
Changes for the Uonth of July, 1891.
Allegheny Valley. — Chief oper.itor Low Grade divi-
sion is Geo. E. Armour, not A. B. Weed.
Atlantic Coast Line.— H. Walters has resigned as gen-
eral manager and J . R. Kenly, formerly assistant general
manager, succeeds him. The office of traffic manager
created and T. M. Emerson, general freight and passenger
agent, appointed to that position.
E. Borden appointed superintendent of transportation of
Wilmington, Charleston and Columbia divisions with head-
quarters at Wilmington, N. C.
Cape Fear & Yadkin Valley.- Dr. W. A. Lash, of
Walnut Cove, N. C, elected president, vice Julius Gray,
deceased.
Central of Georgia.- J. M. Saunders appointed store-
Central Vermont. — F. W. Baldwin appointed assistant
general superintendent, with office at St. Albans, Vt.
Frank Owen appointed superintendent of the O. & L. C.
division, with office at Ogdensburg, N. "»"., in place of F.
W. Baldwin, promoted. E. A. Chittenden, superintendent
local freight traffic, in addition to other duties, to assume
charge of freight traffic on O. & L. C. division, in pla
:riNNATi & CnicAGo.— W. J. WUcox ap-
pointed master mechanic, at Blacksburg, S. C.
Chesapeake & Ohio.— General Superintendent George
W. Stevens made general manager. W. F. LaBonta ap-
pointed purchasing agent in addition to his duties as gen-
eral storekeeper.
J. M. Gill appointed superintendent and Mr. H. Pierce
engineer maintenance of way of the Huntington division,
with office at Huntington, W. Va. H. C. Boughton ap-
pointed superintendent and F. W. Scarborough engineer
maintenance of way of the Cincinnati division, with office
at Cincinnati, Ohio. The office of assistant superintendent
on these divisions is abolished. H. Prazier, hitherto divis-
ion superintendent, made chief engineer, with office at
Richmond, Va.
Chicago & Eastern Illinois.— William Apps appointed
master car builder.
Cincinnati, Wabash & MicniOAN.- E. E. Beckley re-
signed position of superintendent of construction.
Cleveland, Cincinnati, Chkaoo & St. Loris.— The
office of superintendent of bridges and buildings abolished.
The following appointments in the engineering department
announced : G. W. Kittredge, chief engineer of the entire
system; S. H. Hazzard, engineer of maintenance of way of
Cleveland division with C. Potter as roadmaster; W. M.
Duane, of Indianapolis division, with H. Gardiner as road-
master; F. Woodbridgc. of Sandusky division, with John
Griffin as )v>:rhi!;)-^''-r F A Sherwin, of St. Louis division,
with Wni II. 1.1. :i~ r iMiiaster; F. S. Balcom, of Cairo
division. \ I \'- I. :a!i. roadmaster; T. Morris, of
Chicago ,1; \ I liiddle roadmaster of the east
end and I' .1 ■ west end. J. Q. Van Winkle,
in additi .' - i" rintendent of St. Louis division
:i|.|.i)iiitt .1 if Indianapolis terminals. A. G.
WcIN :i|i|- , , , nilcnt of Indianapolis division,
vie, \ ill, \. , - . md. A. H. Palmerton, train-
iiiasiern! !■ ,v i , ;ii tlivision made superintendent
East Ti i ^ & Georgia.— W. H. Hudson,
master ■ .1 ( ;a; W. A. Stone master me-
chanicals \ (, L. Petriken resigned.
Galvk-iii .^ Wi -I I i;\— President, Walter Gresham
vice Julius Kuiigo; general manager, A. M. Shannon; ad-
dress of both, Galveston, Tex. ; general superintendent
Wm. Davis, resigned.
GnonniA Miin.ANii & Gri.F.— W. B. Moore appointed
iimlitor, v\fv .1. M. Saunders, resigned.
( ,, V I, 1 1,/, 1 1: .V I ,Ki>,M.Ai,E.— Traffic Manager Robert
I, iii.e abolished. Edward Brown
1; in.l passenger agent with head -
(lui.vT N..ktim;kn.— J. N. Abbott, assistant to the presi-
dent, resigned.
Green Bay, Winona & St. Paul.— S. W. Champion,
superintendent and purchasing agent, made general man-
ager.
Jacksonville Soctheastern Line.— D. W. Rider ap-
pointed general superintendent of this line with office at
Jacksonville, III.
.SErXE.MllKK, 1891
THE RAILWAY MASTER MECHANIC.
WALTER D. CROSMAN, Manager Editorial Department
EDWIN N. LEWIS Manager Business Department.
> these
PUBLISHED MONTHLY BT THE
RAILWAY PURCHASING AGENT COMPANY.
Devoted to the interests of railway
and machinery. Commnnications on
colatnns are solicited.
Prior to January 1. 1886, this journal
way Purchasing Agent. It will etill i
adapted to the especial wants of all
the purchase of railway supplies.
Snbficrlption price, $roo a year. AdTertising rates and details
concerning circulation given on application to the ofBce by mail
or in person. Address
THE RAILWAY MASTER JIECHANIC.
The Rookery. Cliicago, III
New YoKlv ObFlCE; 29 Broadwiiy. Room IS.'.
T1i6 Official Railway Li^t is puhlighed by
The mastei' car p;iiiit,'is whu lucci ;tt \Va.slii3gton.
on September !i, have luid out for them a line line of
work which will be brotiffht before them by eight
committees upon its many subjects. They have
also seven intei-esting queries which will be pre-
sented for discussion. These subjects and committees
ai-e given in full in another column in this issue.
\ye notice among the directly technical s-ubjects that
No. 0 goes into rather a broader Held. This subject
wo appoml here:
As^.u assooiiited body can we exert iin influeui r-
iiuMiin power that would remedy, where necessaiT, the
quality of materials furnished^— an item of great imiroit-
auic when \newed from the standpoint that
VOL. VI.] CHICAGO, SEPTEMBER 1891. [NO. il.
-Mr. Jackson's rather savage attack on joint inspec-
tion in our last issue has failed to stir up any of the
advocates of that system to the point where they feel
willing to publicly reply to him. E.xceptions to his
propositions have been taken verbally by several peo-
ple in private conversation. But there has been no
evidence of a burning desire to rush into print to com-
bat his ideas. We are permitted however, to present
portions of a private letter written by one of the
staimch advocates of joint inspection to a friend in
this city. The essential features of this letter recall
the oli saying that the proof of the pudding is in the
eating of it. It will be i-emembered that Mr. Jackson
stated that he had had no actual experience with
joint inspection. Mr. Mcllwain has had such e.\-
perienco and he bases his championship of the new
system directly upon that experience. This gives an
element of strength to Mr. Mcllwain's position which
cannot attach to that of Mr. Jackson. We think that
thei'e are many good men who believe with Mr.
Mcllwain that we will eventually see joint inspection
much more generally adopted than at pre-ent. But,
in all fairness, we must again direct attention to the
rather curious fact that those round and about Chi-
cago who were a few months ago strongly urging the
new system at this point have, since their enthusiasti-
cally planned t'hicago meeting, apparently decided
that there is nothing in the scheme for Chicago. Is
there really and truly "A nigger in the fenceV
The association scholarship scheme provided for at
the last convention of the Master Mechanics' Associa-
tion has been very promptly carried out and the ex-
ecutive officers of the association are entitled to de-
cided credit for so doing. It will be remembered that
at the last convention it was decided to devote the
Boston fund to the jiurchase of scholarshiijs for the
benefit of sons of membei-s of the association. Ar-
rangements for so using this fund have been closed
with the Stevens Institute of Technology and those
who are eligible to enter into a competition for these
scholarships have an opjxirtunity to undergo exami-
nation during the week beginning Septemt)er 2.3 of
this year. The requirements for eligibility for this
competition are very simple. They are in sulMtance
that the candidates must be the sons of members,
honorary memlxrrs, or deceased members; that they
must have worked for at least one year in a machine
shop, and that they must be over seventeen years of
age. It is fnrther provided that if successful in ex-
amination they must take the course of mechanical
engineering.- With these requirements met the can-
didates must thereafter successfully pass the usual ex-
aminations at the institute. There are four scholar-
ships which can be obtained for this year. Fuller de-
tails concerning these scholarships and the examina-
tion which the institute imposes may be found else-
where in this issue. It is a splendid use to which
this Boston fund has been put — the very best that
could hare been found. And if there is anything in
hereditary talent we may now with increased confi-
dence look for valuable accessions to the ranks of
mechanical railway officials during coming years.
urable is the most economicaT,"lirdemonstrated "tlm """
piactieal experience in the railway paint shop.
Here is a question, the settlement of which is
fraught with a very broad interest. It is one which
is very complex in its relationships and one which
can perhaps be solved only through the
and its membership. The relationship betw
purchasing department and any department which is
a consumer of supplies is in the nature of things a
very delicate one. The various phai-.es of this re-
lationship have at divers times been touched upon in
these columns: and those who have followed the sub-
ject at all have been enabled to see not only how im-
poi-tant it is that these relationships shall be well de-
fined, and builded up upon the best lines, but also how
difficult it is to do so. The purchasing department
should buy materials to the best advantage and should
be free from fussy or arbitrary dictation, but it should
not ignore the technical knowledge of the heads of
the other departments as applied to the determina-
tion of the nature or the quality of the materials
wanted. It is a simple and a true projiosition that
the best is the cheapest; but railroads, like individ-
uals, are sometimes too poor to economize. Through
the report of this committee we may hope to learn
something more definite as to the extent to which
painters' supplies are uneconomically bought, and
also as to feasible measures of redress.
Profit sharing in this country is slowly gaining
ground, and every little while v7e hear of some fii-in
adopting this iilan of distributing a portion of its
profits among its employes. In most instances where
this has been adopted btith firm and employes have
found it mutually beneficial. Under such an arrange-
ment the employe is made to feel that he is, in asen'se,
one of the firm, and that it is to his interest to work
to the best advantage. It is true that, as a rule, a
person who has an interest in a business will put more
time and energy into his work than does the employe
who simply receives a certain sum as wages. Then
again, under the profit sharing plan, the employe has
no risk to run in case the firm meets with losses from
any cause whatever, as he has no money invested in
the business, but still gets his regular wages the same
as if the firm had not met with loss. It is seldom,
however, that a firm operating under this plan does
not make sufficient profit on the business to pay the
employes a fair dividend at the end of the year.
Such a plan would naturally stimulate the employes
to a better class of service, and at the same time tend
to get rid of the incompetent men. It may be that in
this system of profit sharing lies the key to the strike
problem. If the employes consider themselves as
having an interest in the company, they will be apt
to woi-k with the idea in view of making their ser-
vices as beneficial as possible. It may be said that, as
a rule, it is the incomiietent men who usually create
dissatisfaction among their fellow employes and pre-
cipitate a strike: and if some system was in vogue
which would reduce incomjjetency to a minimum, and
make it an object for an incompetent employe to be-
come a competent one, there would be reduced cause
for a strike. When a man feels that be is "one of
the firm," he is not very apt to do anything to cause
the firm loss, and if the plan of profit sharing was
more generally practiced in this country, both by
manufacturing firms and the railways, il is probable
that there would be fewer strikes. As long as har-
mony prevails between the employers and employes
there is little prosiiect of a strike: and there is prob-
ably no more promising way of promoting this har-
mony than by the system of profit sharing.
In getting up a new class of consolidation engines
the question generally arises whether it is more de-
sirable to made the second or third pair of drivers
the main wheels. If the third pair is settled on, the
main rod must be about !l ft. ti in. long from center to
center, and the eccentric rods must be curved to clear
the second axle, an arrangement which, unless the
rods are made vei'y stiff and heavy, is apt to result in
considerable vibration. The rigid and total wheel
base of the engine is in this design reduced to a mini-
mum, and on this account alone a large number of
consolidations are built on these lines. If the second
pair of wheels is chosen for the main drivers, the
wheel base is usually increased about 2 ft. by making
the distance between the first and stcond axles about
li ft. li in., the space between the second and third,
and third and fourth, axles being kept the same as in
the first instance. With this arrangement the main
rod will be about 7 ft. long and the eccentric rods will
bo straight and of moderate but sufficient length. If
the shortest possible wheel base is a sine qua rum then
the design which couples the main rod to the third
wheels is the best, but if an additional 2 ft. of wheel
base is permissible, then the good features of a mod-
erate length of main rod, straightforward eccentric
rods, and a decreased overhang of firebox beyond the
rear axle for a given length of grate and flues, should
be recognized and carefully considered before a final
decision is reached.
It is now admitted on all sides that the less coun-
terweight that must be introduced into a wheel the
better for everything concerned, from the roadway to
the engine itself. The best current practice is to
balance all the revolving and about 80 per cent, of the
reciprocating weights, although some builders en-
deavor to balance all weights in full. .Vs about half
reciprocating weight, it follows
the main rod
that any reduction in its length must necessarily be
advantageous, and this must be counted as a point in
favor of making the main connection on the second
wheels. But it will be objected that what is taken
from the main rod is added to the front parallel rod.
This is undoubtedly true, but whereas the main rods
are in part reciprocating, the parallel rods are wholly
revolving weights, and as such are capable of being
perfectly balanced for all speeds, which reciprocating
parts are not; so that, although the dead weight of
rods may not be reduced, it is placed in a much better
position for balancing.
We now come to an objection which is frequently
raised against the shorter main rod and that is that
more power, to a prejudicial extent, is consumed by
the friction between the crosshead and the guides
than would be if the rod was longer. Keeping to the
figures already given, in the one case there is a rod 7
ft, long and in the other il ft. fi in. In marine and
stationary engine practice it is thought that the best
and most suitable length for a main rod is 6 cranks,
that is to say, for an engine having a crank 12 in.
long, the rod should be 72 in. or li ft. One prominent
firm, building mill engines of the largest size, state in
their catalogue that any increase in the length of the
rod beyond li cranks is useless and only entails addi-
tional material and expense. But in cases of this kind
something more specific than general statements is
required to carry conviction.
The pressure of steam on the piston is transmitted
to the crank pin through the medium of the piston
and connecting rods and their reaction against this
force of course takes place in the direction of their
length. It follows that whenever the crank pin is in
any position other than on a dead center, the reaction
of the main rod may Ix; resolved into its two compon-
ent forces, one of which is in line with the piston rod
and the other at right angles to it. If the cut off in
the cylinder is taking place at half stroke or beyond,
the latter force will naturally te greatest when the
main rod assumes its sharpest angle to the center
line of the cylinder, which is when the crank pin is on
the top or bottom center. To compare the magnitude
of this vertical component or thrust in the two cases
under consideration we will take the force acting
through the piston rod P as 47,000 lbs. which is nearly
THE RAIL^WAY MASTER MECHANIC.
September, 1891
equivalent to a pressure of 150 lbs. per sq. in. on a 20
in. piston.
The two components of the i-eaction. F. of the
main rod will be represented In magnitude and direc-
tion by the lines A B and A D. Now .1 D is equal to
P tan. w. Proof of this will be found in almost any
te.xt book of the steam engine. The angle C may
readily be found by knowing its sine to be half the
stroke divided by the length of the main rod. In
ordinary cases « is so small that there is very little
difference between sine ** and tan. d (with a " ft. rod
and a 12 in. crank sine fl=l-T=-14:! which is the sine
of an angle of a little more than 8 deg.; the tangent
< the same angle is -144) .1 D may therefore be taken
CB
as equal to P sine ". and sine " being — , A D or the
AC
P X crank length
vertical thrust can be taken =
With the 7 ft.
47,000X1 ft.
length of rod
the thrust would amount 1
14 lbs. or 14'3 per cent, of the total
7 It.
thrust along the piston rod, and with the 9 ft. 6 in.
47,000 X 1 ft.
rod to = 5,000 lbs. or lOB per cent.
9-5 ft.
The small difference between these two percentages
shows clearly that although there is less power ab-
sorbed by guide friction due to the thrust in the case
of the longer rod, other things being equal, an objec-
tion to the shorter rod based on this alone is not seri-
ous and need hardly be raised, especially when we
remember that tight packing in the piston rod stuff-
ing box could cause a greater waste of power.
The table relating to the statistics of rolling stock
equipment, given in the introduction of Poor's
Manual of Railroads for 1891, must have an import-
ant value to those interested in the manufacture of
locomotives and cars. We have compiled from it a
new table giving the additions of locomotives and
freight cars for each year from the close of 1877 to
the close of 1890, giving also the addition in percent-
age of the number owned the previous year.
In order to show more clearly the wide fluctuation
in those figures from year to year we have also pre-
pared diagrams, giving the statistics of rolling stock
in a form which we believe has not been presented
heretofore.
TABLE SHOWING THE KOLLISG STOCK OWXED BY KAILROADS
IX THE nXITED ST.VTES AT THE CLOSE OF THEIR RE-
SPECTIVE FISCAL TEARS 1S7T TO 1890 INCLUSIVE.
Av. per year
LOCOMOTIVES.
17,S49l
20,116) 2,167
23,114 1.998
S7,6« 1,228
29,398 1.765
31.041 1,643
32.241 1,200
8perc
It will be understood, of course, that the additions
do not include equipment built for renewals to fill
vacant numbers— that is, new engines and cars which
represent old ones rebuilt. The additions are the
actual increase in the number of engines and cars
owned.
Taking up the locomotives first, we notice that the
largest number added in any year since 1877 was 2,107
in 1881. being 12 per cent, of the number owned in
1880. There was also a large increase in the follow-
ing year, 1882. when 1..J09 were added, being 10 per
cent, of the number owned in 1881. Since that time
the additions have decreased, and reached the lowest
point in 1886 when only 478 locomotives were added,
representing 1 '8 per cent, of the number owned the
previous yeai*. The average of the per cents, added
during the last five years is only 4-4 per cent. In 1890,
1,21X1 locomotives were added, only 4 per cent, of the
number owned in 1889. The average number of locomo
fives added for the whole 13 years since 1877 is 1.25H
and the average per cent, of annual increase for the
whole period is 6 per cent.
The fluctuation of these flgures is sho\vn graphically
in diagrams I and II. Referring to diagram I it will
be seen that the prosperous years for locomotive
builders were 1881. 1882 and 1888, and the decline
Diagram I.— Locomotives added to equipment of railroads
in United States during years given.
7S 79 SU SI S2 i3 81 Si so S7 SS 89 90
after these years was more gradual than the ascent to
them. Diagram II shows that the percentage added
each year has gradually declined since 1881, and it is
not likely to reach the high mark of 12 per cent,
again, for the reason that the size and capacity of
modern locomotives have increased so much that it is
proljable that the average power of the locomotiv es
built this year is 50 per cent, greater than that of an
3t. of number
equal number built 10 or 12 years ago, and that an in-
crease of 6 per cent, now is equivalent to 9 per cent,
in 1881.
It is unfortunate that we have no complete statistics
of locomotives and cars built annually by railroad
companies and by the individual builders. Our own
figures of locomotive building that we have been pre-
senting annually are the most complete published but
they cover the calendar year and not the fiscal year,
so that comparison or checking with the figures now
under discussion is impossible. And, furthermore, our
statistics do not date back far enough to warrant close
Diagram III. — Freight cars added to equipment of rail-
roads in the United States during the vears given (in
thousands).
■0 I I I I
deductions as to percentages of annual increase.
In the absence of such data, we assume, that, as
locomotives are now used they will make a total mile-
age of 4511.0(10 miles, representing 15 years at 30,000
miles per annum. This indicates the requirement of
I per cent, for renewals in order to maintain equip-
ment. Taking 6 per cent, as the annual addition for
ordinary growth and 7 per cent, for renewals, we can
the probable number of locomotives to be
KAji IV.— Fi-eight cai-s added to equipment in per
F number owned previous year.
DiA
built in f-'M a^ i:; [i. i r,.nt. of 32,241 or 4,191, prob-
ably iim! i in , ■ 1 1, ss the latter part of the year
ismi'.ili , :, iiaii the pastsi-x months. These
couUl t» . , • i,\ 111, ilitlerent locomotive works as
follows: Baldwin im\, Rogers 3(.K), Rhode Island
.300, Schenectady 250, Brooks 250, Pittsburgh 200,
Cooke 1.50, total 2.4.50. This computation would leave
1,050 locomotives to be built by the railroads in their
own shops.
Coming now to the figures relating to freight cars,
and referring again to the table, we find the largest
addition to this equipment was in 1881, corresponding
to the most prosperous year for locomotive building,
but the next best year for cars was in 1887, when lo-
comotive additions were below the average, the latter
not reaching a high mark until the following year.
In 1881, the railroads added 109,000 freight cars to
their equipment— equal to 20-2 per cent, of the num-
ber over the previous year. In 1887, 105,000 freight
cars were added, or 12-4 per cent of the number
owned the year before. In 1885, only 7,000 cars were
added, being less than 1 per cent, of the previous
year. Thus, the average number added during the 13
years from 1877, was 51,462, and the average of the an-
nual increase during the same period was 8 per cent.
Diagrams III and IV show very plainly the irregu-
larity ingrowth of freight equipment, the years 1881
and 1887 being prominent for the large number added,
while 1885 and 1890 are equally consniouous for the
small increase. Comparing diagrams III and IV it
will be seen that although the year 1887 was almost
as prosperous for car builders as 1881, yet the per-
centage of cars added was very much less. After
each of these good years there was a gradual decline,
reaching the lowest point four years after the first
period, in J 885, and three years after in the second
period, in 1890. It would be safe to predict that the
next time the railroads will make large additions to
freight equipment will be in j894 or 1895. Additions
to car equipment are however largely affected by the
western crops, and will be somewhat influenced by
the commercial effect of the world's fair in 1893.
If we take 16 years as the average life of a car, and
say, 6 per cent, as the a%-erage annual requirement
for renewals, and add 8 per cent, as the average ad-
dition for ordinary growth, we have 14 per cent, as an
average for the requirement per year, and for 1891
the number of new freight ears to be built to meet
this demand would be 137,930. We believe that fully
this number will be built, even though the most of
them remain for fall and winter work.
While it is impossible to formulate any law govern-
ing the subject under consideration, yet we believe
that a continued and systematic study of the annual
increase in railroad rolling stock will be profitable in
many ways, which only appear as the subject de-
velops, and as more statistics are sought and ob-
taijied.
WOltK
>U THK .llASTKB MKCHAIVKS
The announcement of subjects and committees for
next year's convention of the Master Mechanics' As-
sociation, published elsewhere in this issue, shows
that a particularly high class of work has been laid
out for the coming year. It will be noted also that
the treatment of the various subjects has been as-
signed amongst the various members with excellent
discretion. The subjects themselves are well chosen
Sj-PTEMBEE,
THE RAIL^^AAY MASTER MECHANIC.
epay
and in every ease cover topics which wi
careful investigation. Moreover they possess in most
cases the valuable element of timeliness.
First on the list is exhaust nozzles, pipes and steam
passages, a subject which, while hitherto well treated
through the association, still holds out abundant
promise of valuable return to the careful investigator.
Individual I'esearch into this subject on a few roads
during the past year has proven highly profitable.
The car coupler question is also again up for inves-
tigation and will probably by next .Tune supply mater-
"ial upon which to base a more decided expression of
view by the association.
The subject of a standard method of testing locomo-
tives is also underlined for investigation during the
year, the committee's instructions being to look into
the practicability of establishing a standard system
of tests to determine the fuel and water consumption
of a locomotive. The committee is also requested to
ascertain the value of the st^am engine indicator in
locomotive tests. It would seem almost unnecessary
to look into this latter point but we presume that the
remark made by a prominent mechanical engineer at
the last convention to the effect that he never knew
of an indicator telling anything worth knowing
about a locomotive has stimulated a desire
to have the indicator publicly and promin-
ently vindicated through the association.
We imagine that the member referred to made his
remark in a prankish mood, for no one than he can
better know of the value of the indicator when intelli-
gently applied to a locomotive. And if the commit-
tee to whom this subject is assigned reports upon it
as fully as we may expect that it will, we will have
occasion to be thankful to that Capo May joke for the
bringing into a clearer light of the unmistakable
value of the indicator. The American Society of
Mechanical Engineers has, by the way, also a com-
mittee at work on a standard form of locomotive tests.
but this is fortunate rather than otherwise, and with
the subject investigated by two committees another
year ought to produce some very valuable data and
theories as to the best methods of obtaining the econ-
omy of the locomotive.
A timely topic which h'as been assigned to commit-
tee work for the current year is that of compound
locomotives. Large numbers of compounds ai-e now
in service, and being rapidly put into service, and
various types of compounds are competing for favor.
A good report upon the relative economy of compound
and simple locomotives, and upon the most valuable
form of compound locomotive, will prove extremely
useful. This subject has been assigned to a competent
committee, which will be aided by an auxiliary com-
mittee composed of representatives of seven of our
leadinz locomotive works. The report upon this sub-
ject should prove of rare value.
The interesting statements made at the .Jime con-
vention concerning the temperatures at which iron
and steel could be safely worked has led to the ap-
pointment of a committee which will further investi-
gate this important subject. The committee is also
wisely given latitude to investigate and report upon
any other questions involved in the treatment and use
of steel and iron that it may choose. It is possible
for this committee to clear up many disputed points
as to these materials which the master mechanic
works and uses every day of his life.
The committee on uniform locomotive performance
sheets, which is called upon to report u|)on the prac-
ticability of establishing a uniform system of records
of locomotive performance — records that w^ill fairly
represent the work done— has an interesting mission.
Performance sheets vary largely now, and may tell
something or nothing, according to circumstances.
The establishment of a uniform system— a system
which produces records that will be really accu-
rate and which will be comparable— would be a
great boon.
Getting down to smaller matters, which are none
the less important because they are small, the com-
mittee on standard bolts and nuts is asked to report
on the test taper for bolts, on the proper size of nuts,
rough and finished, and on accurate measuring
gauges. It has a good field of work before it, as have
also the remaining committees — that on boilers for
high pressiu-e engines, and that on air brake standards
and inspection of air brakes. Upon the latter subject,
as our readers will remember, an excellent report was
submitted at the last convention. The report was ac-
companied by a very extensive set of rules which we
give in this issue. Thoroughly and carefully pve-
pared though these rules were, exception was taken
to some of the details thei'eof with the result that
they were laid over for another year for revision. It
would be strange, indeed, if in such an elaborate set
of rules some erroneous details of practice were not
prescribed, especially in view of the fact that the
modern brake is comparatively new and that in the
daily handling of the same under varying conditions
new ideas in the manner of their operation will de-
velop \rtth the thoughtful engineer. Another con-
vention will see these errors eliminated and a perfect
set of rules prescribed.
Taken altogether, the work laid out for the year is
of a high order, and withal timely and very interest-
ing, and the committees having it in hand are lirst-
class. The next convention may be set down in ad-
vance as one that will rank with the best in the his-
tory of the association.
•SOLID END"
The fluted steel side rod, with solid ends and liush-
ing bearings, is now extensively used for passenger
locomotives, and the advantages of the solid end are
so great that it is desirable to convert the old strap
retained in service while the advantages of the larger
and solid tearing are secured. The satisfactory ser-
vice of suc^h rods soon pays the cost of the change.
Such rods have been in service for several years and
they are found to be practically as good as bushed
rods which are entirely solid.
With old iron strap rods it %vould not pay to make
this change, the better plan in such cases teing to
forge a new rod and scrap the old one.
Wo notice on the now decapod engines recently
built for the Burlington & Missouri River Railway, a
departure from usual practice which, although a small
one, might advantageously be followed in cases where
tellers are more than ordinarily large and extend
through the cab. We refer to the position of the
steam gauge, which on these engines has teen placed
facing towards the right side on an angle of ateut 45
deg. This enables the engineer to read the indica-
tions without having to lean over the boiler, as he
must do when the gauge faces directly back and the
boiler is of great size. The objection that would
naturally te raised that the fireman is unable to see
what the gauge is registering, has teen met in this
case, as it could te in others, by putting an additional
gauge on the back head.
A short time ago the Central Railroad of Xew Jer-
sey had occasion to remove a brick building that had
served as a roundhouse for many years, and its so-
lidity, with certain other peculiarities of construction,
attracting attention, the history of the building was
looked up, and it was found that when the road was
.FFHT
iTJL
i I
W^-'l'r^
.._.rq4at£
CONVERTING OLD STRAP RODS
rods to that form in rei)airs where possible. We illus-
trate two successive steps which have te'en taken in
this direction. Fig. 1 shows the square end strap re-
tained, but the key left out and the tearing made in
one solid piece. In this way the advantage of a solid
tearing has been obtained, but the cost of planing
and fitting the parallel irortions into the strap has
proven so high that when new pins are required it is
found test to increase the diameter of the pin and use
a bushing which can te entirely finished in a lathe.
Fig. 2 shows the form of strap which is used for this
purpose. It is secured to the rod by two 1 in. rivets
passing through the old telt holes in the rod. The rivets
are slightly countersunk and in this way a low head
with slight projections te'yond the strap is provided.
In this way the good steel fluted body of the rod is
originally built, in 1842, the money ran out as it
reached Somerville. and, as this building was needed,
the vice president, .John Kean. superintendent, .John
O. Stearns, and engineer, .las. A. Moore, put up the
building themselves, performing all the later upon
it, including the mixing and carrying of the mortar
and bricks, which constituted the walls. Railroad
officials are not doing such work as that in these
days to any alarming extent. When the money runs
out there is a raid on Wall street, and if this is un-
successful the road stops. — American Machinist.
The Xorthern Pacific Railroad now has about 7.5
per cent, of its freight cars equipped with the auto-
matic quick action air brakes and is rapidly fitting
the remainder. The company is doing nothing to
speak of with the automatic coupler on its freight
cars as yet.
THE RAIL^VAY MASTER MECHANIC.
THE MASTER MECHANICS' ASSOCIATION.
FoUov-ing are Ihe committee reports presented at
the Cape May convention of the Railway Master Me-
chanics' Association that we have been unable to
find space for in previous issues. This instalment ex
hausts the list of reports presented:
EXHAUST PIPES, NOZZLES AND STEAM
PASSAGES.
At the ISHO meeting vom- committee reported, in sub-
stance, that the establishment of definite proportions of
exhaust pipes relative to other parts of the locomotive was
an impossibility, owing to the fact tli:it so many variables
would have •' li. t.i!,. li lu^. , .-nsMn ,ili.,ii . that no foi-mula
which -wr \' ' •■ ' ■ ■' ' ;M devise would meet
condition- 1 ~ m but suggest cer-
tain rf l;r ^ ilimensions of the
pipes, w; ■ ir_,i,,i I ,i,,y ,.ue dimension of
til.- .[iL'iii. . :< :i\ m^ to users the ^'iioice of size of pipe
W I h.ill tliat thf aim of the designers should be:
I In , h.ms.'sii.hsizeandshapeastosecurefreesteaming.
; Th.- ixit .if the steam should be as free as possible to
avoid injunous back pressure.
a. The discharge should be as nearly central with slack
as can be. so as to produce maximum effect.
4. Exhaust from one cylinder should not blow over into
the other.
3. The exhaust pipe should terminate at such distance
from base of stack as to insure its being completely filled
at each discharge.
It has unfortunately happened that the roads with which
members of your committee have been connected use
single pipes almost exclusively, and we consider that the
conditions above laid down are best fulfilled by that pattern ;
still we are familiar with the results obtained with double
nozzles. In designing single pipes we hold that thi
vital point is the relative areas at tip and at com
point. Where the last mentioned point is largely in excess
of Ihe other, it will inevitably result in blomng over the
bridge, i-aising the back pressm'e line into the well known
TABLE 1.
DIAGRAMS FROM RICBMO.Vr
It has been clearly shown that the height of the bridgr
cuts no figure in aifecting back pressure, but that lowering:
the bridge affords the designer a chance to straighten th<'
discharge before it leaves the pipe. AVc sngficst that the
distance be made from 8 to 4' t,n r~ .:; !. i ..f tip. Also
sudde
ngesi
fori I
both from the increased re..i<'i lu.l also be-
cause the eddy caused by su.i... _ Ml- contrac-
tion, causes deposit of gas ..aril.:, ■[.'I' !.!.;■ ..il at those
We do not think that the pipe should bo regarded as a
reservoir, because such treatment so prolongs the discharge
of the steam that the pressure is not relieved when the pis-
ton begins return sti-oke. AVe consider that the pre-release
affords ample time to dischiu-ge the steam. The height of
the pipe should be such as to insure that the base of stack
shall be completclv filled at narrowest part. If, however,
it be more than filled, an injurious eddy is formed. We
thmk that the general practice is to put the pipe too high.
"WTiere care is not taiten to insure straight discharge, part
of it impinges against side of stack with injurious results
to steaming. fUising the pipe, of course, obviates this
trouble in a measure.
In trials made some years ago with a telescopic
pipe it was found that tip could with benefit to steaming
be lowered nearly to center line of boiler, and your commit-
tee is of the opinion that where a pipe is of such shape as
to insure central and solid discharge the best results will
be had with tip from 20 to :i5 inches from base of stack.
There is reason to believe that exhaust entrains a consid-
derable quantity of smoke stack gases before reaching base
of stack, and where circumstances require a very short
smoke stack we strongly urge lowering the tip of pipe,
xperimented -with the petti-
The
pipe
derived
benefit from
cept where the exhaust was inclined to cross
over. We think that this is remedying a defect which
should not exist.
As proof of the correctness of these conclusions we sub-
mit set of cards taken by Mi'. Meehan, of the C, N. O. &
& T. P. Ry. (Figs. 5 and ii), who kindly offered to test the
pipe designed by committee against others of different
The engine tested by Mi-. Meehan was an 18x24 Baldwin
passenger engine with 68 inch drivers. The pipes Nos. 1,
2 and 3 were in succession tested on this engine. Pipe No.
.~) was tested on 17x22 passenger engine. Pipe No. 2 is a
,i,,v..!..pm.-!!t of that submitted at last meeting, but to
ti) see whether an upward
posite cylinder.
' pipe No. 2 shows decided-
ed that
ly best results, and, as Ml-.
best results in steaming. When tried
ehan reports, gave decidedly
■ :-ied against pipe No. 3,
on 20X-24 mch consolidation (Fig. 5) it shows conclusively
that reduction at combining point has been carried too far.
It will, however, be noticed that in none of the cards does
pipe No. 2 show any tendencv to blow over the bridge. In
explanation of these cards it should be stated that the
vacuum shown is not to be implicitly relied upon, as the
I be affected by motion of engine.
)nipared mth one another. In
should be called to the diificulty
The results can fairly
this connection atten
in determining the \
The :
device that
than a mean reading, which is not what "is needed.
The only solution that we can suggest is to construct an
indicator, which will transmit the action of vacuum on a
diaphragm to the pencil motion of an indicator, so that
smoke-box diagi-am can be taken on regular card. In this
way only does it appear possible to settle the question
raised by some membei-s, which is: "Does not a very
large and free exit of the steam exert most injui-ious resuft
on the fire due to suddenness?" In cards shown vacuum is
given in inches of mercm-y. Multiplying this by 13)^, to
give equivalent height of — -* ' — —
cessive figure that we cai
them absolutely.
No.l.
Area at base 28-13
Area largest point 87-
Area top of bridge 39'4
Area at tip U-18
Height of pipe 40 in.
Height of bridge 28 in.
Height of bridge to total height. ... -70
Area at bridge to final area 2-07
No> 80 Scale.
Boiler
press*
Piston
H^o'ge"
Piston
arga.c-
M.K.I'.
I. H. l>.
Oirs
rrain.
Notch.
Cutoff.
Throt-
No.
F.S.
,
,7
24
,V,,
,...
140
311
17
^;
i4
14.'>
120
17
220.98
89.
5>n.t
'v^
. 17
2i6.98
.;4
Jl
1"^
220
24
2:!6.98
7:^i^
V4
19
H5
If. '
21
rm.'jn
io.;i
0
CINCIXN.ITI,
-NEW 0B1.E.4N
S i TEXAS e
ICIFIC EXGIN
E 507-lNDICiTDR D1AOSAM3
%'
Boiler
pressure.
Quadrant Throttle Piston
notch. opening. 1 speed.
Vacuum top
of ex. pipe.
Average back
pressure.
1
4
If.
1
14th.
408 ft.
si!:
S!l: -
528 ft':
IPX.
sis
ned speed. Both i
t. pipes have single nozzles
takea in full gear after
aust pipe at junction. 2(».28u
•:PTEMBEK, 1891
THE RAILWAY MASTKR MECHANIC.
The cards taken with pipes Nos. 1, 3 and 3 are not strictly
comparable, owing to difference in speed, throttle and cut-
off, but enough is shown to prove that the choking of pipe
No. 'i is no detriment on the 18 in. engine. On the consoli-
dation it is probable that both the tip and combining point
areas could be enlarged with advantage. Still it should be
noted that cards 1, 2, 3 and 4, taken ^vith pipe No. 3 (Fig. 0),
are taken with pai-t throttle, whUe Nos. 5, 6, 7 and 8 are
with full opening.
The size of stack has a verj- marked effect upon the steam-
ing with any ^ven nozzle. ' Reduction of stack diameter
wul generally permit of increased nozzle diameter.
.5.
CINCINNATI
NEW 0R1.E4
MS & TEXAS PAOIKIC KNODI
ENO igO WIT
1 THREF SET
3 Ot E\n\l.-3T
PIPES, A
LL WITH SLVC
LE NOZZLES.
Card No.
Boiler pres
Quadrant
throttle
opening.
l-'lston speed.
^re'i'.'Slp'?."
Average back
pressure.
,
140 lbs.
9th.
1 in
?^1!;::
2d.
576 ft.
111) lbs.
ad.
r-is^:
li^;!":
■.M lbs.
662 rt
u'*ib'
iin.
600 ft.
no lbs.
1^1":
>:in.
4,u Ib8.
of 1
• still i
Your committee has had considerable experience wiih
both straight and taper form, and is of the opinion that the
stack with double taper is decidedly the best, and owing to
its shape, will not be subject to the same wear as the
straight pattern, which» as all know, is generally cut
through near the upper part. Taper stacks made in spring
was other%vise out of our reach. He took trouble to hurry
his tests in order that i-esult could be available for this re-
port. We are also indebted to Mr. J. D. Campbell, of the
New York Central. C. F. Thomas,
A. \V. GiBBS.
REPORT ON PURIFICATION OR SOFTENING OF
FEED WATER.
Your committee on this subject, Ihroueh the medium cf
I circular, propounded the following questions to members
Kperience with mechanical de-
vices, if so, with what results.
2nd. Have you tried chemicals, and with what re
suits '.
3d. Have you found practical, and do you recommend
for use, any of the mechanical or chemical devices for
purifying water!
To these circulars we received replies from ^ persons,
31 of whom had no experience whate-w in water purifica-
A large percentage of the number were operating
engines where feed water was comparatively pure.
Five reported having u.-^ed the Hackney mechanical de-
vice, but all found it unsatisfactory and discarded it. It
was the opinion of some that this device ^vas of some bene-
fit in muddy, soft water, but no good in h;ird lime water.
Four reported as having experimented quite largely
impurities of the feed water, and became choked
lime. They report adversely to practice of feeding water
into boilers above high water xiuc. whii-h is necessary
with this device. Two report this device as keeping a per-
centage of scale accumulations from flues, and preventing
mud from accumulating on cro%vn sheet, also decrcnse<l the
number of times washed out. Still have device in use on
few engines.
Nine had used the Smith mechanical cle\ice, which is
something after the principle of the Fields device, but of
less capacity, and when oi>erated in hard water, the report
was unanimous that the device failed on account of being
This dc\ice had. without excep*
of washings <
tion, been discarded.
One had used a mechanical device from Detroit, Mich.,
which proved useless. One is using the Mattoon mechani-
cal boiler cleaner on IS locomotives, and reports good re-
sults—feed water muddy and foams badly— with this de-
vice the foaming is overcome and can run engines three or
four times as long between w.ishings. Onercports experi-
ence with same device without ^ood results in alkali
waters. One had used the Obercham device without any
satisfaction. One use<I the Rice beater, but accomplished
nothing. Two report using the Quackenbush device which
fave some good results in muddy, soft water, but failed in
ard water, becoming filled up with lime, and was dis>
Five report now using the Barnes mechanical device
with ^ood results. As compai-od with other devices, the
capacity is such that it disposes of the heavier solids and
keeps crown sheets clean and reduces greatly the accumu-
THE RAILWAY MASTER MECHANIC.
September, 1891
precipitate
form in boi
lations in boiler and water leg. The reports are unani-
mous in Toicins the merits of this device for any aud all
classes of water. As a heater and circulator its capacities
seem unquestioned. Your committee has no description
of all of the foregoing named devices, but presume the
members of the association have krowledge of their con-
struction, or can secure same from representatives of the
device at this meeting.
Four report having used several mechanical devices, but
received no beneficial results— kinds of devices not speci-
fied. One recommended Shaw's plan of heating water
(the originator of the device), which will no doubt be ex-
plained by him to this convention. Mr. Shaw adds thai
water heated to 270 degrees Farhenheit the solids will bfl
pitated, and if separate from boiler, scale will not
Twenty-nine report having tried numerous kinds of
chemicals and compounds, but all state that no good re-
sults were obtained, and in many instances harm resulted
when test was made in locomotive boilers. Several testify
as to good results from use of compounds in stationary
boilers, but where vhe best showing is made, in the matter
of keeping boilers clean, the expense for compounds ex-
ceiided the cost of refitting flues and cleaning boilere.
Two report ha^-ing the national boiler compound in use.
One condemns it, aud the other reports fair results. One
reports having used a compound in brick shape, manu
factured in Cleveland, which gave beneficial results, but
the expense was too great. Three report using tri-sodium
phosphates to some degree — one says with fair success in
scale loosening. Two ^--^ "" - — — "-"-^^^^ -' "-♦-
One uses the following
under direction of test department, and reports very bene-
ficial results : Soda ash, caustic soda, lamp black, sorg-
hum molasses, water— according to the chemical analysis
of the water in use. One reports experimenting with
boiled potatoes through which the feed water is passed.
Not able to give results. One had used Hunts compound
with fair success, and was experimenting still further with
same. Two were using sal soda, and were pleased with re-
sults in the prevention of scale formation. Three had
used litofuge, but could not recommend it. One had used
Loi-d's compound and. the results were flattering, although
not fuUv as represented. One used Downey's eucalyptus,
but condemned it. One used Wioans incrustation preven-
ter, but gained nothing.
Proprietors of Chicago vegetable compound file letters
from numerous stationary plant operators, recommending
their production, but no testimonv from locomotive men.
The stationary men speak in highest terms of the merit of
this compound. Four recommend crude oil for prevention
of scale in stationary boilers and to loosen scale in locomo-
tive boilers. Three recommend kerosene, but add it causes
locomotiveboilersto foam. Four recommend filtering the
waler,or placing large tanks or reservoirs to catch supply
of i-ain water, as the only complete remedy. One is con-
templating placing copper tubes to which a lai-ge percen-
tage of foreign matter will not adhere, as the most econo-
mical action to take. One has experimented with mag-
netic device placed in tank, but condems it as no good.
. up the information your committee gl
' " ' '** "' efforts to pi
, especially for ' loco-
: and there i:
1 for experiments in this direction. The senti-
ment of those who have expressed themselves is in favor
of a mechanical device, as against the use of chemicals or
compounds. Your committee has not the information at
hand that would warrant the recommendation of any de-
vice, but directs attention to the Barnes mechanical device,
which, from a mechanical standpoint and the evidence be-
fore us, warrants us in taking this action.
The evidence is preponderant, and almost unanimous
tigainst the use of chemicals or compounds, while with the
.*e of oils there is ever danger unless the greatest of care
is exercised in placing it in boilei-s, as it cannot be sur-
mised what mischief it is working by adhering to crowu
sheet or other parts coming in contact with the fire. Youi-
committee is skeptical on this point, having pei-sonal know-
ledge of the damage arising from such practices.
Thisbeing the first report on water purification pre-
sented before this convention we hope for a full and free
discussion on the subject.
Respectfully submitted.
In & letter from Mr. J. D. Mellwain, addressed to a
friend in this city, we find some comments on the
letter of A. A. Jackson, which appeared in our
August number. We give what Mr. Mellwain writes
in his own words.
It is pretty hard to convince a man that be is wrong in
his ideas when he starts out with the strong assertion that
he is opposed to the subject under discussion, i. e., joint in-
spection.
The best thing to do will be to endeavor to put the facts
before the interested public in a manner to prevent their
being misled by the rather strong statement of the opposite
party.
It cannot be denied that there is room for improvement
in joint inspection as at preient operated, but the broad
statement that it is a failiu-e is not borne out by the facts.
A very large majority of the master car builders in the
country are undoubtedly in favor of some system of joint
interchange inspection. The experience of the large inter-
change centers that have had the individual inspection to
ontend with, but are now working under the joint system
very strongly in favor of the latter.
A comparison of the two plans may be the best manner
of showing why the joint plan is most favored. Not to be
invidious, I will take for example a well known interchange
point where an average of 1,000 cars are interchanged daily
between six railways. Each one has a separate' yard.
Under the old system each road maintained four inspectors
(two day and two night men) in each yard, that is, 20 in-
spectors were requu-ed in the yards of the other five rail-
ways. Without doubt these 20 men were all furnished
with the latest revision of the M. C. B. code of rules, yet it
was next to impossible to find any two spts of inspectors to
agree in their interpretation of these rules. Now I leave it
\vith you to imagine the result. Sometimes pandemonium
reigned !
Mi\ Jackson may ask, ^^'hy so many inspectors? Simply
because each road does an interchange business with all
the other roads, and they would not accept cars from each
other until they were inspected and accepted by their own
men, hence the necessity of keeping enough inspectors in
the different yards to make sure that the cars offered to
them were in good order. But Mr. J. may say, "If your
rules are good for one why not for all?" Cannot one road
trust the others, to be governed by the rules and accept
theii- inspection without question? What should be, and
what is, ai"e two different things. That's just where the
rub comes. Human nature is frail; it lacks confidence,
and is always ready to take an advantage. Hence the nec-
essity of the safeguards which compel us to do our duty, or
be caught in the act.
The method I have illustrated was in use at all the inter-
change points in the land a few years ago, with a result
that was most disastrous to the prompt delivery of cars,
and is to-day wherever the same plan of 12 years ago ex-
ists. Imagine, if you will, cars being offered by one road to
another and refused for some defect, then the first road
refusing to repair the defect because in its opinion the de-
fect did not prevent the car from going forward safely to
destination, and the receiving ruad refusing the car because
in its opinion it might cause trouble or expense, or some
other trivial excuse. The car is in consequence delayed or
switched back and forth, increasing the defect every time
handled, because the inspectors cannot agi*ee on the re-
sponsibility. Then the case is referred to the car foremen.
They fail to settle. Then the heads of the departments
take it up with an uncertain result. Such cases have been
known to finally go before the general managers. In the
meantime the freight agents, at the instigation of the con-
signor and consignee.are piling up correspondence searching
for the car. This is not an overdrawn picture, but what
has been and is occurring every day where this system is
in practice. Master car builders who have been in service
for 20 6r 25 years will recognize the picture as part of their
experience.
The delay is but one of the evils of the old system ; the
expense entailed to maintain it is enormous. At the place
referred to an average of ^0 per month was paid to in-
spectoi-s, thus the five roads paid $1,000 per month for what
now costs them an average of $250 under the joint system.
The business at this place is now handled through a joint
inspector who has charge of all the inspectors, there being
but four in each yard, doing the work formerly done by 20.
As to the satisfaction there is no comparison with the old
individual or "every fellow for himself" plan. It may be
possible that the joint system is not a success in the locality
Mr. Jackson writes from, which I believe is where they
take a curious dislike to some modern innovations (for in-
stance the M. C. B. type of car coupler.)
Under the old system the inspectors in many cases were
isolated, and left to their own judgment and devices, which
were often very poor. Human nature is weak and fallible,
this applies to car inspectors in particular, who ai'e always
so ready to take advantage of the other fellow. It make
no difference how well trained or intelligent he may be to
perform his special work, his weakness will keep cropping
I have undertaken to show by comparison why joint in-
spection was instituted. The statement that inspectors
are ignorant don't apply to men employed under the joint
system. It may be the case in Chicago or other points
which are not yet educated up to joint inspection. The
reason a joint inspector is superior to the other is because
he is more advanced and is thrown in contact with a larger
number of roads, a greater variety of cars and methods of
doing work, which broadens his views and practice. The
other, or individual, inspector is inoculated with one idea
and therefore becomes narrow and single minded, in fact
he thinks there is but one way to do the work, and that is
his way. He is like his master, hide bound. Joint inspec-
tion has no chai-ms for him. I will venture the assertion
that 99 inspectors out of 100 under the joint system are
better posted on the rules than the average repair fore-
It is admitted on all sides that joint inspection is a pan-
acea for delays. \Miy? Because it is easier to obey one
decision than half a dozen. This leads to another point.
If all the inspectors of the different roads at an interchange
center do their inspection under instructions from one
chief joint inspector, is it not safe to say that better and
more uniform work will be obtained all around than if
every road had its own individual instructor and no two
alike in their method of inspection and results? 'ihis is
why so many railroads are asking for joint inspection.
Not that they may evade the rules as Mr. Jackson would
lead us to believe, but that they may obey them more uni-
formly and rigidly, and at the same time prevent delays.
I have in mind a case at point which may be I'ecognized
by some of the parties interested in it. Some years ago on
account of the disputes and wrangles between the different
roads interchanging cars resulting in delays, it was pro-
posed to make an attempt at establishing joint inspection.
A meeting of the car mastere was called and after some
discussion the majority decided'that joint inspection could
!iot be worked. However, two roads that interchanged,
concluded to try a joint system of inspection
(which was the origin of the double inspection plan now so
popular) . The result was that these two roads got along so
well, without delays or quarrels and at such a reduced cost
that the superintendents of the roads not in the jOint
agreement began to have their eyes opened. They
envied the fellows that were in it for their smooth sailing,
and wondered why they could not have a hand. They were
told that no doubt the M. C. B.'s wbo were running joint
inspection would let them in if they would accept the
terms, which were very simple and easy to live up to. In
one year from the time the two roads started joint inspec-
tion on theii" own hook, the rest were asking to be taken in.
They came in, of course. Up to the present time there has
been nothing but harmony and satisfaction all round. Not
the first complaint has come in yet, and the point covered
is one of the hardest places in the country in which to
operate joint inspection successfully because of the long
distances between yards ; in proportion to size Chicago is
nothing compared to it.
The statement that the only advantage that joint inspec-
tion would give would be to send forward cars which
under the rules must be carded or transferred, is not in ac-
cordance with the facts. Joint inspection does this. It or-
ganizes a systematic and uniform method of carding cars,
which under a judicious supervision, prevents indiscrimi-
nate cai'ding or transferring, and it prevents undue advan-
tage of one road over another. I am satisfied that every
master car builder that is now interested in joint inspection
will bear me out in this.
As to wrecks being caused by poor inspection, I and
every master car builder in the country that has any inter-
est in interchange, can cite instances of wrecks caused by
defects that were not detected or were heedlessly passed.
Ml-. Jackson's experience must be limited.
Theeditor of the Railway Master Mechanic is quite
right in saying that master car buildei-s and others in
authority do not all agree as to the meaning of the rules;
but the differences are becoming beautifully less every
year. Combination is working the charm. This might be
traced out for the information of Mr. Jackson and the few
left who may agi'ee with him. ^Vhen individual inspection
prevailed there was a gi*eat difference of opinion as to what
was right. To overcome this difference the master car
buildei-s of roads whose interests were identical, combined
and established joint inspection. This proved
such a radical reform that the number of interchange
points that changed from the individual to the joint system,
increased very rapidly. It was found that the chief joint
inspectors of different points did not agi-ee at all times.
The next move was the formation of clubs, (the Central
Railway Club, of Buffalo, is a good sample), where the
chief joint inspectors meet with the master car buildei's of
all the i*oads in the district. The differences that existed
were discussed and finally settled satisfactorily to all par-
ties interested. This has reduced the differences among
joint inspectors to a minimum. This matter will not stop
at the clubs or districts. Union is progression, no less in
railway work than elsewhere. In another year or two we
will see a uniform system of joint inspection that will pre-
vent to a gi-eat extent the differences Mr. Jackson men-
tions. We are fast coming to it.
Probably there is no department of railway work that re-
quires uniformity more than the interchange of cai-s. Did we
ever get it, or can it be had through individual inspection ;
Nay, verily ! Is it not being accomplished through joint in-
spection '. Who mil deny it? The question of serving two
masters is a good Sunday school lesson, but time is too
scarce to get down to it just now.
Rules ! Wliy harp on the rules ? They are made by a ma-
jority of the best heads in the i-ailway service, and are re-
vised from year to year to suit the fast increasing demands
for additions and changes ; if not, they would not be there.
The rules are reasonable, at least a large majority think so,
and they arc being lived up to with increased uniformity
every day. It is an undisguised fact that M. C. B's. are a
little too slow to rush into an innovation, until tliey have
Septembek, 189]
THE RAIL^VAY MASTER MEGHAN IC.
seen through it, over it, under it and around it several
times. They have been known to receive a little prodding
b}" their general manager before making a move; of course
this is to be regretted. The rule, "Be sure you are right
and then go ahead," is the average M. C. B's. shibboleth,
and a very good one, too.
As to joint inspection at Chicago, not only is the present
situation unfortunate for the Chicago roads, but all roads
connecting have to suffer for the sins of Chicago. It is to
be hoped that their differences will soon be harmonized, if
only for the sake of the railways outside of Chicago.
COMMUNICATIONS.
Early Locomotive Building in the Weat-
To the Editor of The Kiiilwiiy Master Mechanic :
Kansas City, August 4, 1891.
I read in your August issue a letter from Mr. George B.
Snow concerning early locomotive building at Chicago and
at Milwaukee. I have nothing to oSev about the locomo-
tives built at Chicago, but of those built at Milwaukee I
know a little something.
Mr. Snow is correct about the "Mcnomonee" being the
lii-st engine built at Milwaukee; it was built by the
Menomonee Ijocomotive Works. The "VVTiitewater" was
defective in her boiler, which would not hold water. She
was run at times without any lagging so as to show where
the leaks were in order that they might be calked. But she
proved too much for the mechanical department. She
would, in cool weather, carry such a cloud of steam around
her boiler that it was not considered safe to run her over
the railroad. The lagging and jacket were finally again put
on and she was run as long as this boiler defect permitted,
and was then given a safe place behind the roundhouse,
where she remained for yeare.
Mr. Snow does not mention the other engines built by the
same company — the '*Palmyra" and the ''Milton." These
two were outside connected engines and ran ahead on
back gear — that is, when mo^^ng ahead the reverse lever
was back of the cent«r. Similarly constructed were two
others built for the LaCrosse & Alilwaukee R. R.
Mr. Snow says the "Whitewater" and "Menomonee"
were built for the Milwaukee & Pr;urie du Chien R. R.
I think he is mistaken there, and that they were built
for the Milwaukee & Mississippi R. R. — long be-
fore that road changed its name. There was
another engine built by these locomotive works for
the same road— the "George Walker." This was a freight
engine, larger than either of the others but she— much
like the "Whitewater" — did not do much outside work, she
liked to be in the shop. Mr. Snow says these engines were
designed from one built by the Portland Company, of
Maine. I think he is mistaken there also. The Portland
engine was outside connected and when she came west
was named "Egal," which name was taken otT and put on
a Gould engine— a passenger engine run by one Smith, be-
tween Milwaukee and Madison. I cannot now remember
the name aftenvards given the Portland engine.
Mr. Snow is quite right about Mr. Waters making draw-
ings of an engine under construction at Portland, and
after^vards coming west. I was a bov learning my trade at
the Portland Locomotive Works at the time and remember
Waters— James Waters— weU as being there. He had a
brother who ran the "big fire" in the blacksmith shop at
the same time— about lSo3, I think.
Mr. Snow is mistaken about the Romans engines being
built in another shop for the LaCrosse & Milwaukee rail-
road. The Menomonee works closed up or changed in
management and Mr. Romans built therein three engines
that went onto the Little Waterfown Railroad, now a part
of the La Crosse division of the C, M. & St. P. Rv. sys-
tem. One of these three Romans engines was called the
"Columbus." I cannot remember the names of the others.
If there were any more than these three Romans engines
built I do not now remember them.
Should Mr. Snow read this I would like to hear from him
through your paper to know if I have given a conect ac-
count. I was employed on the old Milwaukee
Railroad in IS-i". Wm. Puller was then mas
Some old timers mav remember me as also
La Crosse division where the two "go-ahead-i
Menomonee engines— Xo. 1 and No. 2— were i
issippi
i-back-gear'
H. K. Bates.
[Interesting i. connection with the above is the foUowing
note appearing in the last issue of our valued contemporary
the Northwestern Railroader. — En.]
St. Paul, Minx., August IT, ISOl.
To the editor of the Northwestern Railroader:
The undersigned notices an article in the Ma.stek
MEi-UANir magazine of August, about locomotives built in
Chicago in 1855, wherein the writer mentions the Enterprise
and Garden City, also the Stranger. The undersigned at
that time was employed on the C, B. & Q. R. R., as an
engineer and ran the Garden City for a long time. She
was a Scoville engine 5 ft. wheel, ISxM hook motion with a
variable cutoff, and was a remarkably smart and good
working engine. Respectfully yours,
Ch.v-. Hatrt.
THE RAIL^^^AY MASTER MECHANIC.
Sepiember, 1891
The accompanying- engravings show very clearly a
double-ender side tank locomotive for suburban traffic
recently built at the Brooks Locomotive Works for the
Chicago & Northern Pacific Ry., the leading dimen-
sions and weight being, we undei-stand, specified by a
late management of the railroad. As will be noticed,
the engine has a particularly neat appearance, strong-
ly recalling the switch engines in use on the West
Shore in the arrangement and style of the tanks, cab
and coal bunker, as well as inthe shape of the fire box at
the bottom, this one not being, however, so decidedly
of the Cudworth type as that used on the switchers.
We would direct special attention to the frame
splice forward of the front drivers, which makes a
capital job: to the equalizing rigging between the
D
is 13,286 lbs.
Whether an engine of this size is the most suitable
for suburban passenger work is a question the pros
and cons of which we need not discuss here, but we
commend this Iccomotive to the attention of our
readers as one well suited to meet the special require-
ments for which it was ordered, namely, hauling
light suburban trains, and making frequent stops and
high speed between stations. The leading dimensions
are as follows:
GENERAL DESCRIPTION.
Cylinders 16.iS3in.
Driving wheels 57 i„
Rl&iddriving wheel base 7ft
Total wheel b:i8e of engine - 27ft iOin
Weight on drivers, working order '. . .'.V. .56,000 lbs'
tt eight on front truck 23 ''00 lbs
Weight on rear truck ll'.L.iisiiooO lbs!
Master Mechanics' Association Scholarship.
The scholarships which the Master Mechanics' As-
sociation has secured in the Stevens Institute of
Technology, Hoboken, N. J„ will begin this year
and candidates are required to be in attendance tor
examination on the week beginning September 23.
Candidates must be the sons of members or of hon-
orary members of this association in good standing
or-the sons of deceased members who died in good
standing. They must also have worked for at feast
one year in a recognized machine shop, and they are
required to take the course of mechanical encineer-
drivers and back truck, which has the merit of sim-
plicity and looks efflcient:,and to the pedestal caps or
binders, by means of which no holes need be drilled
in the frame itself.
As the engine is intended solely for a service wher.-
stops are frequent, facility of getting from the cab 1.
the front end while running is of minor importar. .
otherwise we should be inclined to find fault with il,.
means or, rather, lack of means, provided for the pui-
ose, the stretch from the front of the tank to the
steam chest casing top being an especially awkward
The leading dimensions of this engine, taken from
the builders' specification, are given below. The co-
efficient of adhesion is 4-21 which fairly represents
the best current practice for engines of this typ. .
while the tractive force, taking the mean effec'tiv.
pressure at 8.'> per cent, of toiler pressure, accord iu^
to the well known formula
Total weight of englnii
Tank capacity (two side
Fuel, bunk capacity. ..
Spang steel
16 in.
. Lap welded oiiarcbal iron
Water spaces .
Crown support
Steum prcssun
lies of the school require applicants for
be over seventeen years of age.
Candidates for the scholarships should apply to the
secretary of the association, Angus Sinclair, Morse
Building, New York, and he will supply them with
certificates if they are found eligible.
There are four scholarships open this yeai-, one for
four years, one for three years, one for two years and
one for one year's course. The candidates for the
four years' course will be required to pass the Fresh-
man examination; those for the shorter terms will be
required to pass the examination of the scholars be-
longing to the respective years.
Candidates for admission to the Freshman class will
be examined in the Stevens Institute on the following
subjects:
Arithmetic—The preparation should be especially
thorough upon the properties of numbers, the opera-
tions in common and decimal fractions, the methods
of finding the greatest common divisor, and the ex-
traction of the roots of numbers.
Algebra.— Simple equations, theory of radicals,
equations of the second degree, arithmetrical, geome-
Incal jirogrcssion, permutations by binomial theorem.
Septescbeb,
THE
indeterminate co-efficients, logarithms, and series.
Great importance is attaelied to a thorough knowl-
edge and readiness in the solution of simultaneous
rSlT' '*"'°'"^ '^''°'''"'' """^ '^"^ ''eduction of
Geometry.~An plane, solid and spherical geometry.
The e.xamination in this subject will be thorough, and
the applicant must show a familiarity with all the
fundamental geometrical forms and be able to demon-
strate their properties and relations. He should also
be able to point out the most important ones.
A alytical and Plane T,-ig(mometry.--The funda-
mental formuke and their demonstrations, as well as
the solution of plane triangles by means of natural
and logarithmic tables, will be insisted upon.
i-nglish Grammar.— The requirements are a pi-acli-
ca! acquaintance with the parts of speech, their rela-
tions, agreements and government, the proper use of
ot^se'ift^n " construction and arrangement
Cmnposition.—Aa essay upon some topic assigned at
the time of examination, and examined with reference
RAILWAY MASTER MECf^AMrr^
shin' thr.iM.H'"''' }^^^ "'"' Candidate foreach scholar-
school authorities. "'-luea nj the
A NEW OPEN HEAHTH FDBNACE
The new open hearth furnace of the Eureka Cast
Steel Company at Chester, Pa., was recently placed in
service. The work on same was begun late last De-
cember and the furnace, producers, etc., were all fin-
ished on time. But the delay was caused by the late
arrival of the company's 12 ton steam crane, built by
the Aew Jersey Steel & Iron Company of Trenton N
•T. The delay seemed unavoidable, as the crane waa
bmlt expressly for steel casting work. It was de-
signed by \V. S. Halsey, C. E., of New York City.
The open hearth furnace has a present capacity of
ventilation from the open space telow. The ports are
designed expressly for working the hottest possible
metal and are protected from the direct cutting action
of he Barne. The gas and air are mixed back of the
mel .ng ehamter, thus securing a perfectly even,
solid Hame all over the bed of the furnace alike
The lades are heated by gas in front of the furnace,
gas commg through a special gas fine which is carried
through the open space below the bed. The ladle
heating arrangements are very compact and conven-
ient. The gas is furnished by two Herrick round pro-
ThZr T """'* ""■■"-™'-^' ^""P'*-^ -xl^ffeclivl
There are also certain novel features in thetrranee-
ment of the steam Hues by which the larger amount
of soot usually deposited is largely avoidt-d, and sl^t
i easily and conveniently removed.
.. Fiftj flasks, each holding two master car builders'
and prope'^^l^' — '«P«"-g. Punctuation,
Universal History.-in the examination in universal
Aljers or Barnes general history and United Stjit*.«
historv. or .lohnston's or Higginson's or IWlesU,^^
Lrri.^*"*^^ •'-too-, or >fo^ntgomery^'-£?rrcan
i?A«(or.c.— The examination in rhetoric will em-
thT W "^r' '^^ ^".''J^'^'^ ^hich are contained ?n
Rhet^rl.. ^' "" '■''"'^"'^' T«^' book-Hart's
i^rencA.— The e.xamination will be on translation
ofbe^Z^t.f^'"'' ^^■■^"'"? '•?«^'°^' theTmhsTf
?•..„ V^ ' S' .r°™ some equivalent, such as "Suner's
F^rench Reader" or ■• Fontaine's Historiett^ Xd!
Pa^fnf ■•^^' ^""r ?/ P'^y^'^'s "^ 's contained in
, ? "J. Deschanel s Natural Philosophy " 1 1) Ati
pleton & Co., New York, publishers^ ' '
nearly 10 t^us and by widening the melting chambe,
at any time-for which provision has been made-th.
output can be increased to 12 tons, all valves, regent
erators, ports, etc,, Ijeiiig constructed of 12 tonsca-
I.acity. .Some of the improvements in the construc-
tion of the furnace are believed to be novel and
were designed expressly for the Eureka Company's
work. The regenerators are at the ends of the furnace
proi)er and are entirely independent. The furnace is
carried bodily on heavy trusses which in tu.n rest on
solid walls at the ends, thus leaving an open sj.ace be-
tween the end walls, below the entire length of the
bed. The ports are also, in turn, separate structures
from the furnace proper. The furnace projier is also
a separate structure, contained within itself thus
allowing repairs on any part, without cooling off any
other part of the combined structure. The space be-
tween the ports and the main furnace, is cooled by
I knuckles (KJO in all) were duly prepared and a regular,
soft heat of steel was duly melted and poured. There
was no friction in any part. The heat occupied just
20 minutes in pouring and the last metal flowed as
freely as that first poured. The castings were
solid and perfect in every particular and the plant
was pronounced a full success by the large number
who witnessed the proceedings." The plant was de-
signed and erected complete by .7. A. Herrick, M. E.,
of Keinble building. New York City. Mr. TIerrick
ha.- also recently started a second large gas hcatino-
furnace for the Kilmer Manufacturing Company, o°f
Xewburgh, N. Y., for their new wire mills for heat-
ing steel billets: the first furnace was started some
weeks ago and an order for the second was ^'Wea
promptly. Three Herrick round producers furnish
the gas, and one stack serves for both furnaces. Mr.
Herrick is also introducing a new water gas valve and
136
THE RAIL^VAY MASTER MECHANIC.
September, 1891
a new foi-m of air valve, in connection with liis fur-
naces. He is now building two gas producers for
Messrs. G. S. Bennett & Co. for heating their new
ga^j glass ovens now building at their new large glass
works at Spring City, Pa.
A COSHER OF A BUST SHOP.
The accompanying illustration, made direct from a
photograph, shows the interior of the corner of the
new erecting shop of the great machine tool works
of Beraent, Miles & Co., at Philadelphia. Pa. It
gives stJair idea of the construction of the building
and of the facilities therein supplied for handling heavy
work. This portion of the works is supplied with
traveling cranes of 30 tons capacity, 60 feet span and
.'io feet lift, traversing in opposite directions. The
iron structure of the building is of the most substan-
tial character, the galleries having ample strength to
Master Car and Locomotive FainterB' Association.
The twenty-second annual uonvention of the Master Car
and Locomotive Painters" Association \vill be held in Wash-
ington, D. C, at the Arlingrton, opening September 9. A
L^ordial invitation is extended to all foremen car and loco-
motive painters throughout the states and Canada to attend
I prepared and will be
1 . Is there a chemically pure soap that can be safely
used for the purpose of cleaning the outside varnish sur-
face of the railway passenger coach while in service?
Stating soap, results and method of cleaning.
Wm. O. Quest, Pittsburgh & Lake Erie; Thos. Bryne,
Cheaspeake & Ohio; J. H. Speer, Western Railway of
Alabama.
2. As a question of economy and durability should
rough stuff be discarded on the outside surface of a railway
passenger coach? If so what materials and methods of
Wm. Q. Quest, A. S. Coleman, Wm. W. Prahl, Eugene
Laing, Samuel Crown, Jos. J. Murphy, Jas. K. Lowry,
Warner Bailey, E. L. Bigelow, E. L. Petting, J. H. Long,
Edward Webb, Alex. CampbeU, E. E. Earl, Wm. Leivis,
B. F. Murphy, J. T. MoCracken, A. T. Schroeder, J. H.
- jer, W. H. Martindale, A " " - - -. .
Hartshorn, C. C. Young.
QUERIES.
1. Would it be advisable to form a bui-eau of informa-
tion in connection with our association?
3. Do you use all or part shellac on the hardwood inside
finish of youi- passenger cars?
3. How do you prepare your stack blacking for locomo-
tives while in service?
4. What materials do you use and how long do you take
to paint your freight cars?
As an item of shop economy in what manner i
6. What is the best formula for preparing floor paint for
passenger cars?
7. What are your views concerning the piece work sys-
tem for the railway paint shop?
CORNER OF A BUSY SHOP.
•■'dmit of sup|x>rting machines of the heavier class.
In the consti-uction' of the shop special attention was
given to the subject of lighting, and the design of
the roof is such that the northern light is admitted
without the glare of the sun and this, in connection
with the numerous windows, makes the interior of
the works unusually cheerful and attractive. The
main line shafting is carried under the floor, which
in addition to other advantages renders it very easy
to secure the power required for testing the various
machines before shipment. The increase in the
amount of business done by the company and the
character of the machines which it is called upon to
build (many of which machines are very much larger
and of greater weight than formerly constructed)
rendered it necessary to put in various appliances
needed to handle the work rapidly and economically.
The works are now so well equipped that tools of the
heaviest type can be constructed with rapidity and
economy.
There was a heavy reduction in the output of steel
rails during the first halt of the current year, as com-
pared with the first half of 18SI0. The figures are as
follows: First halt of l.SfK), l,032,(l.'i8 net tons: first
halt of 1891, .579,1129 net tons.
Accord
railway car and locomotive painters can a new locomotive
receive a durable finish in ten days ? Stating method and
materials used.
A.J. Moriarty, Baltimore & Ohio ; A. S. Coleman, In-
tercolonial Railway of Canada; J. H. Long, Chicago,
Burlington & Quincy.
4. "The cleaning of varnish surfaces of coaches, loco-
motives and other outside work while in service, material
used, modes of appUcation, etc." — Essay, by J. K. Lowry,
Chicago, Burlington & Northern.
5. As an associated body can we exert an influence on
purchasing power that would remedy, where necessary,
the quality of materials furnished? — an item of great im-
portance when viewed from the standpoint that the best
procurable is the most economical, as demonstrated through
pr.^rt^-■r1l ,^v,>f.r!pT'ff in the railway paint shop.
.Ia~ \ I iMiiii I iirsapeake&Ohio; Robt. McKeon, New
> t i. I ,v Western, A. T. Schroeder, Chicago,
'' ti i, ~i. ■!!'■ new wood headlining material of a
pu^,..i.j;ci io,4. 1. M uc-atedto prevent the finished surface
froiii becoming tlestroyed, from decay of filler, grain, rais.
, due to the interior heat :
ofZ
J. T. McCracken, Delaware Car Works ; Edward Webb,
Laconia Car Works; Alex Campbell, Manhattan Elevated.
7. "Are railway companies benefited through the associa-
tion of master car and locomotive painters?"— Essay, by
Samuel Brown, Old Colony.
8. Reports of committee of twelve appointed on geo-
graphical interchange of test panels painted and exposed
for a period of ten months in the extreme different climatic
sections of the country.
A Note on Faintiiig.
The Jos. Dixon Crucible Co., of Jersey City, N. J.,
issue a little note on painting from which we extract
the following:
*'There is a class of oils which, when thinly spread,
in contact with the air undergo a certain chemical
change called 'drying.' Linseed oil has this 'drying'
I property in a high degree, hence its value in the
1 preparation of oil paints. The drying property of the
[oil is Increased by the addition of what are called
'dryers:' they enable the oil to become more quickly
converted into a tough, elastic solid. Too much
dryer causes the paint to peel or blister. Paint
properly spread should be in a thin layer, as the
paint begins to dry first at the surface. Paint laid
on by an unpracticed hand may require weeks to dry,
whereas, if the coat had been properly applied, it
would have dried in eight or ten hours. Paint too
heavily laid on will show the want of skill in the
hand that applied it by its 'pitted' and wrinkled ap-
pearance. The amount of paint required to cover a
given surface will vary with the temperature at
which it is applied, and will also be modified by the
nature and character of the surface to be covered,
and whether the surfaces are horizontal or vertical.
Lastly, all other conditions being the same, the
amount of paint required to cover any given surface
will vary with the skill of the hand that applies the
paint."
In this connection it is stated that a large number
of tests have been made in order to determine the
spreading power of Dixon's graphite paint in com-
parison with lead and mineral paints. Innumerable
tests, made by painters who ha%-e had no self interest
in the matter whatever, have shown, we are assured,
that when used side by side, and under conditions
similar in every way, the graphite paint will cover
three times more surface than any lead paint, and
from two to three times more surface than any "min-
eral" or "metallic" paint. Twenty years' experience
has demonstrated beyond question, it is further
stated, that a tin root, well painted with Dixon's
graphite paint, will not require re-painting in ten to
fifteen years.
GOSSIP ABOUT CAS AND MACHINE SHOPS.
The Delaware & Hudson Canal Co. will improve the facil-
ities of its repair shops located at Whitehall, N. Y.
The Baltimore & Ohio Raihx)ad Company has secured 65
acres of land at Cumberland, Md., upon which to erect
shops and establish freight yards. The shops at Keyser,
Piedmont and Martinsburg will be moved to Cumberland,
when the shops at the latter place ai'e completed.
Plans have been prepared for the erection of a five-stall
roundhouse at WTieeling, W. Va., by tbe Wheeling Bridge
& Terminal Co. The building will be of brick and 70 ft.
long.
It is reported that the Central Railroad of Georgia will
put new machinery in its machine shops at Macon, Ga.
The rebuilding of the New York Central & Hudson River
shops at West Albany, N. Y., which were burned last May,
is now about completed. A large amount of new machinery
and tools will be put in these shops.
The Great Northern contemplates the erection of a build-
ing designed to embrace a testing laboratory and a brass
foundry, to be located at the St. Paul shops.
Skptember, 1891
dTHE RAIL^VAY MASTER MECHANIC.
Accompanying: the reports of the committee on air
brake standards and care of air brakes of the Master
Car Builders' and the Master Mechanics' Associations
was a set of i-ules and instructions which was offered
as a standard, to be published only under the auspices
of the associations. The rules are very complete and
are ably prepared, but as in some details they were not
considered to represent the best practice they were
laid over one year for revision. They are as follows:
The foUo^vi^g rules and instructions ai-e issued for the
government of all employes of this railroad whose duties
bring them in contact with the maintenance or operation of
the Westinghouse air brake and train air signal. They must
be obeyed in all respects, as employes will be held respon-
sible for the observance of the same, as strictly as for tUe
performance of any other duty.
Every employe, whose duties are connected in any way
with the
to his quali
rS
, whose duties are connected i
on of the air brake, will be examined ;
1 for such duties by the inspector of :
brakes or other person appointed by the proper authority.
of competency to perform those duties.
Every such
sion a certiflca
which will be ;
factory examin
The Westin-I
convenient foi i
air brake and i
for the care an
this railroad w
upon applicatio
every employe
^ observed and the rules and instructions here-
with are obeyed, no failure of the air brake, at the time
when it is needed, should occur. If such a failure does
occur, it will be assumed that some employe has neglected
his duty, and an investigation mil "
who is responsible for such failure.
Signed
ploye will be required to have in his po.sses-
" competency to perform those duties,
him only after having passed a satis-
.\ Ti! i\i> Company has issued, in
M.ination of aU parts of the
- luipment, with directions
!.'■ same. Any employe of
; ,1 [, ~:.. .: with a copy of the same,
arc licsiu'nated by special notice, and
i held responsible for a full knowledge
made to ascertain
TO EXGIXEMEN.
hen taking their locomotives,
apparatus, en locomotive and
rder; that the air pump and
that the pump regulator stops
pipe pressure of sev-
Gener.vl. — Engineers
must see that the air brake
tender, is in good working oi
lubricator work p; ' -'
the pump when the maximum trai-i
enty (70) pounds is obtained; that an
less than twentv pounds is maintained in the main reser-
voir when the handle of the engineer's brake valve is
placed in position 2 (running position) ; that the engineer's
brake valve works properly in all different positions of the
THB ENOINEBB-S BB&KE AND EOXTAUZINa DXS.
OHABOE VALVB AND DtJPXJBX AIR QAtJOE.
/a ssi/MWi^a Rrvmof
handle ; and that, when the brakes are fully applied, the
driver brake pistons do not travel less than K nor more
than % of their stroke, and the tender brake piston docs
not travel less than four nor more than eight inches.
Engineers must report to roundhouse foreman, at the end
of the run, any defect in the air brake or signal apparatus
discovered on the road.
Making ip Trains and Testixo Brakes.— Be sure to
have 70 pounds train pipe pressure on the engine, with the
handle of the engineer's valve standing in position 3, be-
fore connecting to the train. VVTien coupled to the train
and the black pointer of the air gauge has become stationary
or begun to rise a little, place the handle in position .3 and
note whether the black pointer remains stationary or falls
back. If the pointer falls back it indicates a leak in the
train apparatus, and the rapidity with which the pressure
falls indicates the extent of the leak. No train must be
started out with a serious leak in the pipe or apparatus.
After the en^neer is satisfied that there are no serious
leaks in the tram, ho will, at a signal from the inspector or
trainmen, apply the brakes and leave them so applied
until the brakes on the entire train have been inspected
and the signal is given to release. He shall then release
the brakes, and shall not leave the station until it has been
ascertained that all brakes are released and he has been
informed by the inspector or conductor that the brakes
operate all right, ^\^lere the train air signal is used, the
signal to release the brakes, in testing, ^vlll be given from
the rear car of the train, to show that the signal connec-
tions have been properly made.
Service Applicition. — In applvint; the brakes to steady
the train upon desccinl:.,- -i ii. ~, ,; f.n- reducing the
speed for any purpose. ,: not to make too
great a reduction of ]ii i. .^.i. as the speed of
the train will be too qu;. . i, .hecked, and it
will be necessary to iv , ~, , . - •uid apply them
again later, perhaps IV, . i/./)(i/(/ie
brakeslightlu at asidii ■ •■•iipliig
point, and increase tit, • .li. (''-(, as Ig
found necessary, so 11^ im , , .i. ,ipp(i-
catlmi,orat mosttwv ni,i.Ura!,.,,,^ ..f ti,, /,,,i/,,a with
freight trains which are only partially equippcil with the
air brake, great care must be used to apply the brakes ^vith
only from 6 to S lbs. reduction, and to allow the slack of the
train to be taken up before further appUcation is made, in
order to prevent shocks which otherwise may be serious.
In making a -. 1 1 , n. ahrmjs release the brakes a
sliort distaw ' '- m , /n a dead stop, except on
heavy grade>. ■ :, ,,- at the instant of stopping.
Even on moJi[,r _: i . i i^ licst to do this, and then,
after release, ti. ,,14..., ;i... Uakes lightlv, to prevent the
train starting, so that when ready to start, the release will
take place quickly.
Emergency Applk ations. — The emergency application
of the brakes must not be used, except in actual emergen-
found that the train is dragging at any time without a rapid
fall of the black pointer, move the handle of the engineer's
valve into the full release position for a few seconds, and
then return it to the running position. If, however, the
brakes go on suddenly, ivith a fall of the black pointer, it is
evidence that (a) a conductor's valve has been opened, (b)
a hose has buret or other serious leak has occurred, or (c)
the train has parted. In such an event, place the handle
immediately in position 3, to prevent the escape of air from
the main reservoir, and leave it there until the train has
stopped, the brake apparatus has been examined and a sig-
nal to release is given.
Braking by Hand.— jiTei'er use the air brake when it is
known that the trainmen are operating the brakes of the
air brake cars by hand, as there is danger of injury to the
trainmen by so doing.
Cct-tinc Out Brake,*.— The dritter and tender brakes
must always be ti^ed automatically at every application
of the train brakes, unless defective— except upon such
grades as shall be designated by special instructions, in
which cases, the driver brake shall be cut out and used
separately, as a straight air brake. When necessary to cut
out either driver or tender brake, on account of defects, it
shall be done by turning the handle of the four-way cock in
the triple valve down to a position midway betwee'n a hori-
zontal and a vertical position.
Double Heapers.— When two or more engines are coupled
in the same train, the brakes must be connected through to,
and operated from, the head engine. For this purpose, a
cock is placed in the train pipe, just below the engineer's
valve. The engineer of each engine, except the head one,
must close this cock and place the handle of the en^neer's
valve in position 3. He will start his air pump and let it
run, as though he were going to use the brake, for the pur-
pose of maintaining air pressure on his engine and enabling
him to assume charge of the train brakes should occasion
An Extra Air Brake Hose and Coupling, must alwavs
be carried on the engine for repaire, in case of a burst hose.
Upon engines having the air signal, a signal hose and coup-
ling must also be carried for the same purpose.
THE ANaLB COOK.
given by means of the :
train. The brakes of e
see that each is lelcas./d.
If any dcf.., 1 ;. ,i,,, ,,.,1. ,,, ,1
brakes test. ,i ,
engineer uiijs- : . 1 . "
No passenger t iM;n I. -1 h. v
upon any car cut out, oi- in a .i.
special orders from the proper
' — - ' specters, traiuu
brakes mu?
until it
The a
serncc, tlian the division time
card specifies.
Detaching Engine or Cars.- First close the cocks in
the train pipes, at the point of separation, and then part
PL.tIN STRAIOHT WAY COOK
CorpLiNGs Froz-
en.—If the coupl-
ings are found to
be frozen together
firetf be removed
and then the coupl-
ings thawed out bv
Stic
have been coupled
together, the brake
and signal coup-
—both brake and
.ignal— must all be
■pen except those
at the rear end of
the last car, which
must be closed,
and the hose hung
up properly in the
dummy coupling.
After"
Fir. 3. Ansle Cock closed.
;he engi
barged
train with air, he
must then be sig-
nale<l to applv the
brakes. When he
has done so the
brakes of each car
must be examined,
to see if they are
properlv applied.
When it is ascer-
tained that each
brake is applied,
the engineer must
be signaled to re-
lease the brakes.
When the train air
signal is to be used,
the signal to the
engineer to release
the brakes must be
found sticking, the
engineer must be
signaled to release
them. If he cannot
do so and calls for
release,or if brakes
are applied to de-
tached cars, the re-
lease may be effected by opening the small cock
in the auxiliary reservoir, until the air begins to release
through the triple valve, when the reservoir cock must
immediately be closed.
Train Breaking into Two on More Parts.— Fii-st close
the cock in the train pipe at the rear of the first section,
and signal the engineer to release the brakes. Having
coupled to the second section, .ii.-, 1 ., ■'. i i , 1 ,,i;)i,,_
up trains— first being sure that 11, , , ;, |..
at the rear of the second scctii.[,
train h;is broken into more than ! I - w
engineer has released the brak.s m, n,. ^ , 1 ;„,■,,,, 1 1,,
same method must be employed with ro fcrciu-«' to tin- third
section, and so on. When the train has been once more
entirely united, the brakes must be tested, as in making up
a train.
Cl;ttinoOct the Brake OS vCdi - If ihrniit'li any de-
fect of the brake apparatus, while ..li 111, ] ,.i 1. 1 ii comes
necessary to cut out the brake u|i 'I . . : ,, l)cdone
by closing the cock in the cross ■ I \ !-'■, -enter
of thecar, where the quick acim- m. - :-.ii, or by
turning the handle of thecock lu ilie ii.|*.e ,.ilvc to a
position midway between a horizontal and vertical, where
the plain automatic brake is used. When the brake has
been thus cut out, the cock in the auxiliary reservoir
must be opened and left open until all the air has
escaped from tne reservoir. The brake must never be cut
out upon any car unless the apparatus is defective, and
Should it
necessary
to applv the brakes
from the train, it
may be done by
■ .. the con.
ductor's valve,
each pas.
iquipmeut
ir. inc valve
ust be held open
"*■ "■ closed again.
This method of stopping the trai» must not be used ex-
cept in case of emergency.
Bcrst HOSE.— In the event of the bursting of a brake
hose it must be replaced and the brakes tested before pro-
ceeding.
Brake.s NoTix U.«K.— When the air brakes are not in
use, either upon the road or in switching, the hose must be
kept coupled between the cars or hung up proiwrly to the
dummy couplings.
Pressire Retaining Vai.ve.— When this valve is to be
used, the trainmen must, at the lop of the giade, test the
brakes upon the whole train, and must then pass over the
train and turn the handles of the pressure retaining valves
horizontiilly (position 2) upon all or a part of the cars, as
may be directed. At the foot of the grade the handles
must all be turned down again (position 1.) Special in.
structions will be issued as to the grades upon which these
valves are to be used.
Train AiRSioxAL.—Inmakingup trains all couplings and
car discharge valves on the cars must be examined to see
if they are tight. Should the car discharge valve ujxin
any car be found to be defective while on the road, it
may be cut out of use upon that car by closing the cock
in the branch pipe leading to the valve. 1 be con
THE RAIL^VAY MASTER MECHANIC.
^EPTEMBEI
ductor must always be imme-
diately notified when the signal
has been cut out upon any car,
and he must report the same for
repairs. In using the signal.
pull directly down upon the core
during one "full second, for each
intended blast of the signal
whistle, and allow two secoudii
to elapse between the pull;
^o Def
: defect
GEXER.1L.-It is th(
that the air-brake and signal equipment is properly
spected upon each engine after each run. It must be ascer-
tained that all pipe joints, connections and all other parts
of the apparatus are air-tight, and that the apparatus is in
good working order.
AiR PrMP. — The air pump must be tested under pres-
sure, and ii found to be working imperfectly in any respect,
it must be put into thoroughly serviceable condition.
PrMP GovERNOK. — The pump governor should out off the
steam supply to the pump, wheiT the train pipe pressure
has reached"seventy (70) pounds. If it does not, it must be
regulated to do so. *
Engixeer's Brake V,u.ve.— This valve must be kept
clean and in perfect order. With the handle in position 3,
the main reservoir pressure must not be less than 20 pounds
greater than train pipe pressure. The valve must be tested
with the handle in positions 4 and 3, to note that the equal-
izing piston responds promptly and that there ai*e no leaks
from port to port under the rotary disc valve.
Adjustment of Brakes.— The driver brakes must be so
adjusted that the pistons travel not less than one-third nor
more than two-thirds of their stroke. When the cam brake
13 used, care must be taken to adjust both cams alike, so
that the point of contact of the cams shall be in line with
the piston rod. The tender brake must be adjusted by
means of the dead truck levers, so that the piston travels
not less than 4 nor more than S inches when the air brake is
applied and the hand brake is released.
Brake CvLiXDERs and Triple V.ilves.— These must be
examined and cleaned once every six months, and the cyl-
inders oiled once in three months. If the driver brake cyl-
indei-s are in a position to be affected by the heat of the
boiler, they must be oiled more frequently. A record must
be kept of the dates of last cleaning and oiling for each en-
" DRAiMSfi.-Them
it be drained of any
accuiiiuhited wiiter after each trip, and the drain cup in
train iiii»- under tlir teiiler frequently. The auxiliary res-
ervnirs aiul triple \al\rs must also be frequently drained,
AiK SiiiNAi..— The train air signal apparatus must be ex-
amined and tested by opening and closing the cock in the
signal pipe, at the rear of the tender, to see that the whistle
responds properly. A pressure gauge must be applied to
the air signal pipe, once each month, to ascertain that the
reducing valve maintains the proper pressure of 2d pounds
per square inch in the train signal pipe.
1XSTRI;CTI0X3 TO IXSPECTORS.
Gexeral.— It is the duty of all inspectors to see that the
couplings, the pipe joints, the conductor's valves, the air
signal valves, and all other parts of the brake and signal
apparatus are in good order and free from leaks. For this
purpose they must be tested under a full air pressure of 70
pounds, and any defects found must be remedied. No pass-
enger train must be allowed to leave a terminal station \vith
the brake upon any car cut out, or in a defective condition,
without special orders from the proper officer.
Lf a defect is discovered in the brake apparatus of a
freight car, which cannot be held long enough to give time
to correct such defect, the brake must be cut out and the
car properly carded, to call the attention of the next in-
spector to the repairs required.
properly
is charg
' be used in operating the
: brake
Makfxo rp Traixs axd Testing Brakes.— In making up
trains, the couplings must be united and the cocks at the
ends of the cars all opened, except at the rear end of the
last car, where the cocks mu;
rly hung up to the dumi
rged the engineer mu^i '- .,._,,.: ■,, ,|.', <],.■
brakes. When the brakes ha \ ■ - im
examined upon each car to ^
applied. This having been asi. i ■ 1 1 ;. i -;.. i:,,i^i
kignal the engineer to release the oiaKcs. u.smv' me u am air
signal from the rear car. He must then again examiuc the
brakes upon each car to note that each is released. If any
defect is discovered it must be corrected and the testing of
the brakes repeated, until they are found to work properly
upon each car. The inspector must then inform both the
engineer and the conductor that the brakes are all right.
Cleaxisg Cylinders and Triple Vaxves. — The brake
cylinders and triple valves must be kept clean and free
from gum. They must be examined for this purpose
in six months. The cylinders must be oiled once 6
three months, and the dates of last cleaning and oiling
marked with chalk upon the cylinder in the places left for
such dates opposite the words, which wUl be stenciled
with white paint, in one-inch lettore, upon the cylinder as
follows :
CVL. OILED
The triple valves :
.npl
quently drained, especial!
the plug in the bottom of the triple
small cock in the reservoir.
In taking up such slack, it must be first ascertained that
the hand brakes are off, and the slack is all taken out of the
upper connections, so that the live truck-levers do not go
back within IK inches of the truck timber or other stop,
when the piston of the brake cylinder is fully back at the
i-elease position. The adjustment must be such that the
pistons shall move not less than 4 nor more than S inches
when the brakes are fully applied.
Braking Power.— Wlien the cylinder lever has more
than one hole at the outer end the different holes are for
use upon cars of diffei-ent weights.
It must be carefully ascertained that the rods are coa-
nected to the proper holes, so that the correct braking
power shall be exerted upon each car.
Repair Parts.— Inspectors must keep constantly on hand
for repairs a supply of all parts of the brake and signal
equipment that are liable to get out of order.
Haxgixg up Hose. — Inspectors must see that when cars
are being switched or standing in the yard the hose is
coupled between the cars or pronerly secured in the dummy
coupling.
Respoxsibilitv of Ixspectors.— Inspectors will be held
strictly responsible for the good condition of all the brake
and signal apparatus upon cai-s placed in trains at their
stations ; they wUl also make any examination of brake
apparatus or repairs to the same which they may be called
upon to do by trainmen.
must be taken up by i
The objections to the preceding rules which, as
above stated, were laid over for revision, were voiced
by Mr. G. W. Rhodes of tbe C, B. & Q. Railway,
who spoke in substance as follows:
The rules have undoubtedly received a great deal
of care and a great deal of attention by the committee,
and I think, with some modlfioatlons which might be
made in them, they would be exceedingly useful.
There are several points in the rules which I wanted
to call attention to. In the first place, on page 1, the
first sentence says:
Every employe whose duties are connected in any way
with the operation of the air brake wiU be examined as to
his qualifications for such duties by the inspector of air
brakes, or other person appointed by the proper authority.
Every such employe will be required to have in his posses-
sion a certificate of competency to perform such duties,
which will be given him only after having passed a satisfac-
tory examination.
This Is a certificate which we are required to give
to each of our employes. Now, if this book is issued,
and any question comes up as to the competency of
an employe, and as to his knowledge of the questions
which are considered, it will go hard if the railroad
Company has not furnished him with a certificate, and
has not given him that examination.
Then, if we turn to the second page, "Instructions
to Enginemen,'' there are some points which I think
we ought to consider a little further. Under "Gen-
eral," towards the end. It says:
That the engineer's brake valve works properly in all
different positions of the handle, and that, when the brakes
are fully applied, the driver brake pistons do not travel less
than one-half or more than two-thirds of their stroke, and
the tender brake piston does not travel less than four or
more than eight inches.
Now take a quick action brake. You have an
auxiliary reservoir supplying air to the two driver
brake cylinders. You have an auxiliary reservoir of
the same size supplying air to the one tank cylinder.
When you go to throw the brakes ofi', let us suppose
thai the tank cylinder only has the four Inches travel,
you throw back your excess pressure — may be 120
lbs. in the reservoir — into the train pipe. That goes
through the train pipe. It at once throws off the
tank brake which has a pressure on top of It, on ac-
count of the low travel, of probably only BO lbs. On
the driver brakes and on the cars which have the
longer travel, and particularly on the driver brakes
where there are two cylinders to be supplied from the
same amount of air, there are only 50 lbs. to be thrown
off. They of course quickly throw off; but also the
tank tnrows off on account of the excess pressure.
Now, while this 120 lbs. is there you are storing up
pressure above the maximum in your tank, and when
you put your engineer's handle in position, the result
is that the tank brake goes on again, because it has a
greater pressure stored in Its auxiliary reservoir
than the 70 lbs. which the train pipe has equalized.
On our line, the knowing engineer, when he finds that
his tanks are sticking, invariably drops down and lets
off the auxiliary pressure, which he knows is holding
the brake on to his tank. So that I think the four Inch
travel is too sBort, and at our western club we got the
matter to five Inches. But my recommendation is
that that be six inches. It went through in our rule
without anybody calling attention to It, and escaped
my notice. I had Intended called attention to it at
that time.
Here Is another question in the last paragraph:
After the engineer is satisfied that there are no serious
leaks in the train, he wUl, at a signal from the inspector or
trainmen, apply the brakes and leave them so applied until
the brakes on the entire train have been inspected, and the
signal is given to release.
Now on our line we give those instructions, but we
invariably tell our men to apply the brakes "
hausting'all the air from the train pipe, and I tl
that is quite an Important provision to put in here.
It is Important for several reasons. I will illustrate
it by citing a case. On our line we had an accident
on a freight train. A freight train was running with
by ex-
think
eight air-brake cars in a mixed train. The eight air-
brake cars were connected up. At a stop two addi-
tional air-brake cars were taken on. and were put
ahead of those eight, making a train of ten cars. On
approaching a crossing where a Chicago, Burlington
& Qulncy train stood, the freight train was expected
to make the stop. When it came to making the final
stop, to the engineer's astonishment his brakes did
not hold. Investigation showed that in place of hav-
ing the brake on the ten cars, he had brakes only on
two cars. In putting on these two additional cars
they had overlooked inspecting the brakes. The stop
cock was shut, and the man not being thoroughly
posted about brakes— he had been using them and not
paying any attention to the exhaust of the air — he did
not know from his application that he was not apply-
ing brakes to his ten cars. Now if you have your
rules to apply the brakes by exhausting all the air
from the train pipe, the man can tell by the sound
approximately how many brakes he has got connected
V)p. As he is going over the road he is accustomed to
know whether he has a long pipe or a short pipe.
The engineer goes by sound. Where would we be
with our throttle if it was not for the soimd':* So it is
with the engineer's valve. The engineer's valve is
lost if he has not got the sound.
Now let us consider the question of the short piston
travel on passenger cars or on freight cars. Suppose
we have a train of eight or nine cars, with only four
Inches travel. When 70 lbs. pressure from the aux-
iliary reservoir is turned on to the cylinder we get
nearly 70 lbs. into that cylinder. Now, what would be
the effect when we make a service application and
turn only a small portion of this air in':' The leakage
groove in the cylinder is three inches long. The re-
sult would be that the piston would not travel beyond
the leakage groove, the brakes would go on and then
go off again.
On page 4 the instructions say that with freight trains
which are only partially equipped with an air brake
great care must be used to apply the brakes with only
six to eight pounds reduction and allow the slack of the
train to be taken up before further application Is
made. That Is to say, you apply the brake first and
let the slack run up. Now surely that is wrong. The
way is to let the slack run up and then apply the
brakes. A little below that it says:
In making a service stop always release the brakes a
short distance before coming to a dead stop, except on
heavy gi-ades, to prevent shocks at the instant of stopping.
Even on moderate grades it is the best to do this.
But suppose it is in a partially equipped train. Sup-
stop, with the hand brake applied, you are going to
break your train every time.
I have still another point (on pages II and 12)
which is quite Important. In regard to draining,
the recommendation is that the main reservoir must
be drained of any accumulated water after each trip,
and the drain cup in train pipe under the tender fre-
Now I would like to see that changed so that
read that the train pipe under the tank and
the engine must alwavs be blown out thoroughly be-
fore connecting with the train. The dirt from the
pump and the oil and the grease and sweat from the
water and the rust all collect in there and all that
dirt goes right Into the baggage car. You can see
tbe result by comparing the triple valve on the bag-
gage cars with the triple valves on the Pullman
cars, or get the man to put his hand down to the rear
hose and let the blow go against his hand and see all
the dirt that comes there.
I do not want to be thought to criticise this report
severely. If you could see the notes in my book you
woulds'ee such comment as "excellent," "very good,''
"never thought of this." But there are some other
points that want to be gone over a little more thor-
oughly than the committee in their very
good report have done; and I would offer
in amendment to the present resolutions
that the report of the committee be accepted
and published in our proceedings, but referred to a
committee to report on again at the next annual con-
vention to submit for adoption. It seems to me that
that will still give us the benefit of the report as it
now appears and will also enable us to go over this
matter a little more thoroughly than we have been
ab'e to do. In selecting the committee I would ad-
vise that men be selected who have air brake cars
and instructors on their line. The information we
can gel from these instructors is very great. I do not
want the members to think that this information I
have Is over and above that of the committee. I have
got these points from the men on our road who have
had the matter of instruction imder their immediate
supervision.
s^^riid
The following i
in the preceding |
another year, as v
ni.xl the rules quoted
IV laid over for revision
i.lpeuing with the ap-
ucd as follou
these questions, iu addition to the special questions fort
September, 1891
THE RAIL^VAY MASTER MECHANIC.
is of men following them.)
Question. What is au air brake?
nswer. It is a bralte applied bv compressed i
A. It is ad
A. The
lir pump on the locomotive,
does the compressed air apply the brakes ;
nitted into a brake cylinder on each car, and
a piston in that cylinder which pulls the
use the brakes, this spring reacts
St" and simplest form of air brake !
• lake.
straight air brake applied and re-
iuy kinds
r the cars
of trai
■, because either end
•ar end of the train.
I pipe cocks are there
the brake cylinders, and he released the l.iMk. ^ i,\ i !~
shutting off the reservoir from the train ini"-, au.: :.
opening the train pipe and all the brake cUiinlrts tn ih.
atmosphere, so that the compressed air could escape aKuui.
7. Q. Is the use of the straight air brake now aUow-
able !
A. No.
S. Q. Why not!.
A. Because it has been replaced by an improved foi-m of
brake cilled the automatic brake.
',1 Q. Whv is it called an automatic brake;
A Bicauso it is applied automatically by any derange-
ment whi.li vfnM.-'« tiiM ;nv ,iv.«Mive in the U-ain pipe, such
aslnth. I.;;-- 1,^ -I .1 1:-' "! the pai-tingof a train.
m; (I w , , - hits the automatic brake on
A I the a:,\i;!.ii\ ir,ri \.M ami one triplevalve.
11. ij. WUcivioiuv ii.u.i.iiasL-d air kept ready for use
in the automatic :dl" brake ;
A. In the main reservoir on the locomotive, in the
smaller or auxUiarv reservoir on each cai- and in the train
pipe.
1;;. q
rectly,
brake i
come from di-
.■omcs from the auxiliary reservoir on each car.
Q. How does it get into the auxiliary resei-voir!
It is furnished from the main reservoir on the loco-
ve through the train pipe wh
brakes are re-
14. Q. How is the automatic brake applied and released ?
A. The automatic brake is applied by reducing the ail*
ain pipe at the locomotive or at any other
automatic brake is applied by reducing the i
point, and it is released by restoring the pressure on the
trai n pipe from the main reservoir on the locomotive.
15. Q. Why does the compressed air not enter directly
into the brake cylinder from the train pipe, as in the
straight air brake"'
A. Because the triple valve used vfMx the automatic
brake prevents the air from entering directly from the train
pipe to the brake cylinder when the pressure in the tram
pipel
pipe IS I
tikes when the
fronitii' ;■ . ■ !■ ," ■ ■ _' ■ ' ",:,■■'■■' ■."
sage between the aiixilitify reservoir tiiiil the brtiKc' eyiiii
dcr by the same movement, so as to admit tliu air ai>d apply
the brakes.
17. Q. How many foi-ms of triple valves are thci'e in use
and what are thev called '.
A. Two; the plain triple and the quick-acting ti-iple.
IS. Q. How can you toll the plain triple from the quick-
acting triple!
A. The plain triple has a 4-way cock in it with a handle
for operating the cock t the quick-actingtriple has no such
cock in it, but there is a plug cock in the crossover pipe
leading from the train pipe to the ti-iple when the quick-
acting triple is used.
19. Q. What tire tliese cocks for, in both cases!
A Tli. •. all 1" I" i^.iltocut out brakes on one car,
witlinir ■ It. I : . I'll other brakes on the train, if the
brake.: eome disabled.
•111. i^t I] , . , , , - eock handle stand in the plain
triple ' itpeisopen for automatic action!
A !■ ^; , ,^ .:-..iital position.
•jl 1 I I; I tioii does the same handle sttind
wlieii ' - a 1 , .ut by closing the cock !
\ li , ih.liucd position midway between
hori/.aa ,
•,>■.■ 1,1 i ,, : ..-. htindle be placed in any other posi-
Ali ■' t plain tiiple valve it can be moved
•i;{ (1 \\ ti,i' ' a- Mji-. itosition for, and is it still used!
A. This was to ciivcit the automatic brake into a
straight air brake, and it was needed when some cars were
equipped with straight tur brake and some with automatic
brake, but it ie not now used.
■M. Q. How does the handle
pipe, usf" '"'" "-- ■" ■' *
matic ac
A. It stands with the handle crosswise with the pipe, and
the cock is then open. , . , j
•ii. Q. How does it sUind when the cock is closed and
the Imike cut out of action !
A. It stands with handle lengthwise of cross-over pipe.
ai. Q. How is the train pipe coupled up between the
A. By means of a rubber ho.se on each end of the train
pipe, fitted with a coupling at the loose end.
•27. Q. How is the train pipe closed at the roar end of the
A. By closing the cock in the train pipe at the rear end
of the last car.
, used with the quick-acting triple, stand for :
■1:>. y. How
use at the end:
A. T\vo.
30. Q. Describe each tind give '
les for open and closed iti r n.^i ea-
A. The older form of 1 1 a i a .
cock in the train pipe la ' ■ t
handle stands crosswise a ii ta
■ ar end of the train!
\ I , ,, i^et] to close the train pipe at both
a I lij; which is to be parted, as when
:tj (,' \\ .■■ssiiryto close the trtiin pipe on both
siller - -ail..; before it is parted!
A I i !' tipe of air from the train pipe wbici
at). I,', lieu uiia^t the liose Coupling be parted when it ii
A. The iiir brake must Hrst be released on the train, then
the adjacent train pipe cocks must both be closed and the
coupling must he ptirted by hand, to prevent the possibility
of injUlT to the nihliei- e'.as
34. Q. Whyta,,: t|, a:
coupling the he^. .. ■
jpliug the hose
i iee upon the co .
The iee must first be removed and the couplings
in uncoupling,
36. Q. What must be done with a hose coup'ing which is
not coupled up, such as the rear hose of a train, or any hose
on a car which is standing or running, but not in use !
A. It must be placed in the dummy coupling provided for
it on each end of each car, in such manner that the flat pad
on the dummv will close the opening in the coupling.
37. Q. Why is this important !
A. Because if it is not done properly, dust and du-t will
enter the hose, and, when it is again coupled up in service,
this dirt mil be blown into the triple valve and interfere
with its proper working, and will cause it to wear out more
rapidlv.
3S. Q. Whtit pi-cs-surc should be carried in the train pipe
able "of using, and, if it
sit-itncr the wheels.
aa.nti.-d in the brake
a. Ipi-akes with 70
abtained under
\ la, ~ I a — iti the auxiliary
a a , ■ a, , , _- , . ,, „ , ■ h. n the auxiliary
,, ,, I >,,Mr .- ii|" a. a lii -t -a.-a .■'. .aa^a. tuid, whcu the
4i. Q. How much must the train pipe pressure be re-
duced, in order U, get .50 lbs. pressure in the brake cylinder,
in ordinary service !
A. Twenty pounds; or from 70 lbs. down to .tO lbs. m the
train pipe also-
43. Q. Can the brakes be applied so as to get only a por-
tion of this 50 lbs. pressure in the brake cylinder, and
how !
A. Thev eiiii l)e so applied by reducing the tram pipe
pressia.''. .. -la
4<'>. Q. Is it important to keep all the air brtikc tipparatus
tight and free from leaks !
A. Yes.
47. Q. Whyisthisimnorunt! , . , ,
A. In order to get full service from the air brakes, and
prevent the waste of air, and also to prevent the brakes ap-
plying automatically by reiison of leak in the train pipe.
4S. Q. Is it imi)ortant to know that the tram pipe is open
throughout the train and closed at the rear end before
starting out!
A. \'es, this is very important.
411. Q. Why is this very important!
A. Because if any cocks in the train pipe were closed, all
the brakes back of "the cock which is closed would be pre-
vented from working.
50. Q. How can you know that the train pipe cocks are
all open when the train is made up!
A. Bv testing the brakes; that is, by appljnng and re-
leasing"thcm, and observing whether they all operate.
51. Q. Do you understand that no excuse will be .iccepta-
ble forstarting out the train without first testing the air
brakes!
A. Yes.
y-nvc pounds _
,t important that th
kept tight !
1 any car
ly time, 1
A. Jiyopeiiiii^^ the release cock in the auxiliar,y reservoir,
and holding it open until air begins to escape from the triple
valve, and then closing it again.
lil. Q. What is the pressure retaining valve, and what is
".v'lia aa ~ a ..a.aaaa-aa. ^ a Miitill valve placed
at It ; ■ . i . -a. ■ a ■ a v. a through which
tie , tinder. It is used
teat I , a, a _:a(les and hold the
brtik.^ aai'ai a|.a •• -- .-, 1 iiorc tlmc for ilic
eusjineniim to reeliai
Oti. Q. What precti
regard to hose coupl
A. Every train m
couplings complete.
■fail
becc
.'--alt oil every train in
II a n\ o extra hose and
' la 1. laa. laa .III V hOSe COUplillgS,
disjilaeed. These extra hose and
'h part of the train as is re-
quired by the rules and regulations.
Sl-ECIAI, FOK EXOINEMEN.
63. Q. How should the air pump be started !
A. It should be started slowly, so as to allow the con-
densation to escape from the steam cylinder, and prevent
pounding, which is more likely to occur when the air pres-
sure is low.
64. Q. WTiy should the piston rod on the air pump be
kept thoroughly packed !
A. To prevent condensation in the steam cylinder from
running down the rod into the air cylinder, and thus get-
1 the i
Q. How should t
• bra
: through a sight
he air pump be
the train pipe must the
I, and do you understand
tinip governor in order and
69. g. Why is the equaUzing engineer's valve better than
he older forms !
A. Because it enables the engineer to appiv the brakes
loi-i- uniformly throughout the train and with less shock to
1 when the
closes the
B produce
engei-s and propei
A. Before suirting the train down a heavy grade, and the
test should be made with a full application of the brakes.
.M. Q. How much air pressure should be canied in the
air signal train pipe !
•la eqtttilizing engineer's
a .111 V. I 1 H'v Stops!
- not, in such cases, open the
1 1 feet, but he only reduces the
i t, the engineer's valve, which
t 1^1' I • ti'' trtiin pipe to the atmosphere,
.|iiiiiuc t-'itidually when the train pipe
correspondingly reduced.
Q. What does the excess prcf sure valve in the engi-
; valve accomplish, and do you regard it important to
■ tea a I I- a assure of about 'JU pounds in
iiessure in the train pipe,
a I a I ■ k<^pt clean and in working
j are released.
7a. Q. How often sliould the brake
cleaned and oiled !
I A. At least once every two months.
] 73. Q. If the rotary disk valve in the engineer's valve is
unseated by dirt or by wear, what may be the result, and
what should be done!
A. It may be impossible to get the excess pressure; when
the bnikes have ocen applied they may keep applying
harder until full on. or when they have been applied they
mav go off. l*he rotary disk valve should be thoroughly
cleaned, and if worn it "should be faced and ground to a seat.
74. Q. If the piston in the engineer's valve becomes
gummwl up or corroded from neglect to clean it, what will
be the result i
ill be neicssarv to make a large reduction of
have to be released.
t be thoroughly
THE RAIL^WAY MASTER MECHANIC.
75. Q. "VMien the en^e is standing alone and the pump
is running, why must the engineer's valve not be left stand-
ing in the lap position (No. 3) ?
A. Because the main reservoir pressure may become s '
eels to be slid \vith
high that, when the handle of the engineer's valve is again
placed in the release iwsition, it \vill cause the train pipe
and tender auxiliary reservoir to be charged with too high
pressure which might iujure The adjustment of the pump
governor
necessary to have the full
pressure on the main
npe pressure aud the e
that the brakes wiU all be released and the train
quickly charged when the engineer's valve is placed in the
release position.
77. Q. When the train is charged, and the tram pipe
pointer of the air gauge begins to rise, how must you test
the train pipe for leaks *
A. Bv placiii'.' the luindle of the brake valve in the lap
l...-.'-' ' ' \- , 'v; —;_- -vhotherthe black pointerstands
1 H .'IV rapidly it falls back the
" ;- . .1- brakes alwavs be operated
a:,- ■■■■■..■■.;, hrake?
A. Bec;uise 11 aau» -ivuLi\ to the braking force of the
train and the brakes can be applied alike to all the wheels
for ordinary stops, and in an emergency the greatest possi-
ble braking force is at once obtained by one movement of
the handle.
79. Q. In making a service application of the brakes, how
much reduction of the train pipe pressure from 70 pounds
does it require to get the brakes full on?
A. About 20 iMunds reduction.
50. Q. MTiat should the first reduction be in such an ap-
plication, and why ?
A. From six to eight pounds so as to insure moving the
pistons in the brake cvlinders past the leakage gi'oove, yet
not apply the brakes too hard until the slack in drawbars
and drawsprings is fii-st taken up.
51. Q. \Vhat is the result of making a gi-eat«r reductioo
of pressure than 20 pounds J
A. A waste of air in the train pipe, ^vithout getting any
more braking force, and therefore requii-ing more air to re-
lease the brakes.
52. Q. How many applications of the brakes are neces-
sar\' in making a stop^
A. Generally only one: by apply in^: them lightly at first
with six or eight pounds reduction of air in the train pipe,
and afterward gradually increasing the force of the appli-
cation. T^vo applications ai"e as many as should ever be re-
n^eroi
Mngs
apply and release the
Q. ^\-hy is
brakes repeatedly in making stops
A. Because eveir time the brakes are released the ail* in
the brake cylinder is thrown away, and, if it is necessary
to apply them a^ain before sufficient time has elapsed to re-
charge "the auxiliarj- reservoirs, the application of the brakes
will be weak, and after a few such applications the brakes
are almost useless on account of the air having been ex-
hausted from the auxiliary reservoirs.
84. Q. In releasing and rechar^ng the train, how long
should the handle of the engineer's valve be left in the re-
lease position ?
A. Until the train pipe pressure has risen nearly to 70
pounds again.
85. Q. In making service stops why should you release
the brakes a little before coming to a full stop?
A. So as to prevent stopping with a lurch; it also re-
quires less time for the full release of the brakes after
stopping.
86. Q. In making ser\'ice stops, why must the handle
of the engineer's valve not be moved past the position for
service applications '.
A. So as to prevent unnecessary jerks to the train, and
the emergency action of the triple valve when -not neces-
Si". Q. If you find the train dragging from the failure of
the brakes to* release, how can you release them?
A. By placing the handle of the engineer's valve in the
running' position until full excess pressure is attained, and
then throwing it quickly into the release position.
SS, Q. When the brakes go on suddenly when not oper-
ated hv the engineer's valve, ;
back, what is the cause, and what should
A. Either a hose has burst, or a conductor's valve has
been opened, or the train has parted. In any event, the
handle of the engineer's valve must be immediately placed
in the lap position to prevent the escape of air from the re-
89. Q. Are the brakes liable to stick on aft«r an emer-
gency application, and why*
A. The brakes are harder to release after a severe ap-
plication, because they are on -n-ith full force, and it re-
quires hiirhf-r T.r"=«Mr.- thnn n-^nnl in thp tiMin pipe to re-
lease theni a-. i:f. (h ihi- r;,,.. it IS ,,,v. .,>,,>■. always to
have in n^' I — i --■■' ■ 'ii' i i reservoir
to aid in r. .< . ■'■ ■ ting triple
valv
..... .1.-- 1:^^11; Liiu .iL.Mliai:- i-L-^LT\-ii is forced
into the" brakr cylinder when a quick application of the
brake is made, thus increasing the pressure in the brake
cylinder, and requiring a high pressure in the train pipe
afterwards to causes the brakes to be released.
90. Q. In using the brakes to steady the train while de-
scending grades, why should the air pump throttle be kept
A. So that the pump may quickly accumulate a full
pressure in the main reservoir for use in recharging the
train when the brakes have been released again.
91. Q. In descending a grade how can you best keep the
train under control ?
A. First, by commencing the application of the brakes
early, so as to prevent too high a speed being reached.
Second, by applying the brakes lightly first, then increas-
ing the brake presstire as needed, and by slowing the train
down just before it is necessary to release the brakes for
re-charging, so as to give them time enough to refill the
auxiliarv reservoirs before much speed is again attained.
92. Q. If the train is being drawn by two or more en-
gines, upon which engine should the brakes be controlled,
and what must the enginemen of the other engines dof
A. The brakes must be conti-olled by the leading engine,
aud the enginemen of the following engines must cU>se
the cock in the train pipe just below the engineer's valves.
The latter must always keep his pump running and in order,
and main reservoir charged, with the engineer's valve in
the running position, so that he may quickly operate the
brakes if called upon to do so.
93. Q. If the air signal whistle gives only a weak blast,
what is the probable cause?
A. Either the reducing valve is out of order so that the
pressure is less than 25 pounds or the whistle itself is filled
^vith dii-t.
W. Q. If the reducing valve for the air signal is allowed
to become clogged up with dirt, what -will the result prob-
A. The signal pipe might get the full main reservoir pres-
sure, and the whistle will blew when the brakes are re-
leased.
95. Q. If you discover any defect in your air brake or
signal apparatus whUe on the* road, what must you do?
A. If it is something that cannot be readily remedied at
once, it must be reported to the engine house foreman as
soon as the run is completed.
9fi. Q. WTiat is the result if water be allowed to collect
in the main reservoir of the brake apparatus?
A. The i-oom taken up by the water reduces the capacity
for holding air, and the brakes are more liable to stick. In
cold weather, also, the water may fi*eeze and prevent
the brakes from working properly.
SPECIAL FOR ENGINE KEP.^IRMEN.
97. Q. How often must the air brake and signal appara-
tus on locomotives be examined?
A. After each trip.
9S. Q. Under what pressure must it be examined '.
A. Under full pressure, i. o., 70 lbs. on the air bi*ake train
pipe, 20 lbs. excess in the main reservoir and 25 lbs. pres-
sure upon the air signal train pipe.
99. Q. How will you be sure that proper pressures are
upon the two train pipes ?
A. By regulating, and if necessary, cleaning the pump
> that it will shut off steam from the pump when
Ipe pressun
UK). Q. If you do not obtain 20 pounds excess pressure
in the main reservoir when the handle of the engineer's
valve is in the running position, what is the cause?
A. Either the excess pressui-e valve needs cleaning, or
the rotary disk valve in the engineer's valve is unseated
and allows air to leak from one port to another.
101. Q. Why must the air pump piston rod be kept well
packed i
A. To prevent condensation in the steam cylinder from
running down into the air cylinder and getting into the
brake service.
102. Q. How often must the main reservoir and the drain
cup under the tender be drained i
A. After each trip.
10;i. Q. How often must the triple valves and the cvlin-
ders of the driver and tender brakes be cleaned and oiled*
A. The V must be thoroughly cleaned and oiled with a
small amount of well oil once every six months, and the
cylinders must be oiled every three months. If the driv-
ing-brake cylinders are so located that they
where in the apparatus, what must you-d(
A. Repair them before the engine goes out.
105. Q. How is the brake shoe slack of the
brake taken up, and what precautions are
A. By means of the cam-screws, and it is necessary to
lengthen both alike, so that when the brake is applied the
point of contact of the cams will be in a line with the pis-
ton rod.
lOtt. Q. How is the brake shoe slack of driver brakes on
a locomotive with more than two pairs of driving wheels
taken up;.
A. By means of turn-buckle or screw in the connecting
rods.
107. Q, How is the slack of the tender brake shoes taken
up I
A. By means of the dead truck levers ; if they will not
take it up enough, it must be taken up in the underneath
connection, and then adjusted by the dead lever.
108. Q. What travel of piston should the driver brakes
be adjusted for?
A. For not less than one-thii-d nor more than two-thirds
of tte full stroke of the piston.
109. Q. What travel of piston should the tender brakes
be adjusted for ?
A. Not less than 4 in. nor moi-e than S in.
110. Q. How should you proceed to test the air brakes
before starting out, or before descending a heavy gi-ade i
A. After the ti-ain has been fuUv charged ^\-ilh air, the
ruUv charged ^\^lh air,
apply the brakes: whe
1 and conductor must then be notified that the brakes
are all right, if they are found so.
111. Q. In starting out a passenger train, how many cai's
must have the brakes in service?
A. Every car upon the train.
112. Q. When might you cut out a brake upon a passen-
ger car t
A. Never: unless it gets out of order while on the run-
in which case it must be reported to the inspector at the
end of the run, or upon the first opportunity which may
give sufficient time to repair it,
113. Q. If a hose bursts upon the run what must be
A. The hose must first be replaced by a good one, and
the engineman then signaled to release the brakes. The
train must not proceed until the brakes have been recon-
nected and tested upon the train to see that all are working
p!*operly.
114. Q. If the train breaks in two, what must be done?
A. The cock in the train pipe at the rear end of the first
section must be closed, and the engineman signaled to re-
lease the brakes. The two parts of the train must then be
coupled, the hose connected and the brakes again released
by the engineman. After the train has been completely
coupled up and the brakes are released, all brakes must be
tested before continuing the run.
115. Q. Explain how the pressure retaining valves are
thrown into action or thi-own out of action, and when this
must be done ?
A. The pressure retaining valve is thro\vn into action by
turning the handle of the valve to a horizontal position, and
it is thrown out of action again by placing this handle in a
vertical position pointing down\vard. This handle should
be placed in a horizontal position at the top of a heavv
grade, and it should always be returned to a vertical posi-
tion at the foot of the gi-ade, as otherwise the brakes will
drag on any cars which still have the handle of the pres-
sure retaining valve in the horizontal position.
116. Q. If the brake of any car is found to be defective
on the run, how should you proceed to cut it out?
A. By closing the cock in the cross over pipe of the quick
acting brake, or in the triple valve of the plain automatic
brake, and then opening the release cock in the auxiliary
reservoir upon that car until all the air has escaped from it.
117. Q. What is the conductor's valve, and what is its
A. It is a valve at the end of the branch pipe leading
from the train brake pipe ujwn each car; it is to be opened
from the car in any emergency when it is necessary to stop
the train quickly and only then. When used it should
be held open until the train is stopped, and then it should
be closed.
118. Q. What is the air signal for, and how is it oper-
ated ?
A. It is to signal the engineman,
. ._ , , „. _
the cord one second for each signal given and allowing two
seconds to elapse between pulls.
119. Q. If the car discharge valve on the air signal sys-
tem is out of order or leaking on any car how can you cut it
out;
DA. By closing the cock in the branch pipe leading from
the train signal p'~" "' '^'" ' """'" '
handle of this(
pipe.
120. Q. How is the slack taken up so as to secure the
proper adjustment of piston travel?
A. By means of the dead truck lever, and if that is not
sufficient, one or more holes must be taken up in the under-
neath connection and the adjustment then made by the
dead truck lever.
SPECIAL FOR INSPECTORS.
121. Q. Do you understand that no passenger train may
be started out with any of the brakes out of sei-vice ?
A. I do.
122.
the air
A. Because they would interfere vrith the proper work-
ing of the brakes and might cause serious damage,
123. Q. What must be done with the air brake or air sig-
nal couplings when not united to other couplings?
A. They must be secured in the dummy coupling, so that
the face of the dummy coupling will cover the opening of
the hose coupling so as to prevent dust and dirt from enter-
ng the hose.
124. Q. If air issues from the release port of the triple
valve when the brakes are off, what is the cause?
A. It is probably due to dirt on the rubber seated emer-
gency valve.
125. Q. How often must the cylinder and triple valves be
examined, cleaned jand oiled?
A. Once every six months, and the cylinders must be
oiled once every three months with a small quantity of well
oil. The dates of the last cleaning and oiling must be
marked with chalk on the cvlinders.
126. Q. To what travel of piston must the brakes be ad-
justed.
A. Not less than foui' inches nor more than eight inches.
127. Q. How is the slack taken up so as to secure this
adjustment ?
A. By means of the dead truck lever, and if that is not
sufficient one or more holes must be taken up in the under-
neath connection and the adjustment then made by the
dead truck lever.
128. Q. What are the different holes in the outer end of
the cylinder levers for, and why must the connections be
pinned to the proper hole for each car?
A. These holes are to enable the adjustment of the brake
pr*^^«iirp tn)>M inane according to the weights of different
r;ii- Ih. > "1.1,1 .t ion must be made to the proper hole in
11' >-' I lui-: to the weight of the car, so as to give
I' . I 'M\\cr, otherwise the bi-ake will be ineffic-
i< Mi , M , iM v\ 1 ;".!-. may be slid under the cars.
of the Master Mechanics'
President Mackenzie, of the American Railway Master
Mechanics' Association, has appointed the following com-
mittees for conducting the business of the year 1891-92 :
No. 1. Exhaust Pipes, Nozzles and Steam Passages;
committee, C. F. Thomas, A. W. Gibbs, L. S. Randolph.
J. M. Wallis, George W. Smith, Robert Quayle, John Y.
No. 2. The Present Stutiis of the Car Coupler Ques-
tion; committee, John Hickey, G. W. Rhodes, Sanford
Keeler, R. H. Blackall, M. N. Forney.
No. 3. Standard Tests for Locomotives; to investigate
the practicability of establishing a standard system of tests
to demonstrate the fuel and water consumption of locomo-
tives; also to ascertain the value of the steam engine indi-
cator in locomotive tests; committee, J. N. Lauder, J.
September, 1891
THE RAILV^AY MASTER MECHANIC.
Davis Bamett, Albert Griggs, John D. Campbell, F. W.
A'o. i. Compound Locomotives. ; to investigate the rela-
tive economy n£ compound and simple locomotives; also
the most valuable form of compound locomotive ; commit-
tee, Geo. Gibbs, William H. Lewis, Pulaska Leeds, James
Meehan, T. W. Gentrj-, A. T. Woods: auxiliaiy committee
S. M. Vauclain, Baldwin Locomotive Works; Reuben
Wells, Rogers Locomotive Works ; H.N. Sprague, Porter
Locomotive Works; A. J. Pitkin, Schenectady Locomotive
Works ; Joseph Lythgoe, Rhode Island Locomotive Works ;
F. J. Leigh, Canadian Locomotive Works; D. A. Wight-
man, Pittsburgh Locomotive Works.
No. 5. Tests of Steel and Iron; to investigate the criti-
cal temperature of steel and iron ; also any other questions
relating to steel and iron that the committee may consider
of value; committee, William Smith, J.N. Barr, A. W.
Quackenbush, P. H. Peck, D. L. Barnes.
iVo. 6. Uniform Locomotive Performance Slieets: to
report on the practicability of establishing a system for
recording the performance of locomotives that will fairly
represent the work done; committee, George F. Wilson, J.
S McCrum. John Plaj-er, James McNaughton, John A.
Hill.
No. 7. Standard Bolts and Nuts: to report on the best
taper for bolts, and the proper size of nuts, rough and fin-
ished: also to report on accurate measuring gauges ; com-
mittee, Wm. Swanston, Wm. Gai-stang, T. W. Gentry, W.
Lavery, A. Dolbeer, L. R. Pomeroy.
No. 8. Boilers for High Pressure Locomotives: com-
mittee, J. M. Boon, H. D. Gordon, J. S. Graham, J. H. Mc-
ConneU, W. H. MarshaU.
No. 0. Air Brake Standards and Inspection and Care
of .iir Brakes: committee, R. 0. Blackall, G. W. Stevens,
David Clark.
Committee cii .^nhjerts fur Invcxihidihin. .1. Davis Bar-
NEW BAND EESAWING MACHINE
The car builder and car repairer understand quite
fully now that the "something new" brought forward
by the Egan Company means the best, the latest and
the most advanced machine of its class. We there
Toi-e take pleasure in laying before our readei s an
engraving of a very recent improvement in the le
sawing machine line, and through the further coui tesj
of the builders of it are permitted to describe it as
follows: This No. 'ti band resaw is built to
meet a demand for a machine of great capsicitj foi
use in car building plants, railway shops, big mills,
etc. It is designed and constructed for light and
heavy work, and the improved system of gearing-
having the two front feed rolls close to the saw blade
and an ingenious device connecting the top of roller
brackets — enabled them to straighten the plank while
being sawed, making a great saving in lime and
material.
The wheels are tiO in. in diameter, made entirely of
iron, with extra hubs and steel spokes and perfectly
balanced, with very large steel mandrels running in
self-oiling bo.\es, and so connected to the mandrels
as to make it impossible for them to get loose and run
out of true. Each wheel is supported by an outside
bearing on each side of the column, there being
three bearings to both upper and lower shafts. The
lower wheel being made thicker and more solid in
the rim, is given thereby an increased w^eight, and is
an improvement of more than ordinary value.
The feed is very powerful, consisting of six large
feed rolls heavily geared, driven by a patent gradu-
ating feed, enabling the operator to change the speed
instantly, by turning a hand wheel while the board is
being fed through the machine. A ratchet lever
handy to the ojwrator is connected to the upper guide
made so as to change the guide instantly to suit the
width of board to be cut, and hold the saw blade
steady in the cut. The patent guides are claimed to
be the most perfect yet put on a machine, and are
made so as to support the blades when crowded too
fast. The improved roller back, specially arranged,
is a great improvement.
The capacity of this machine is very great, and it
works equally as well in hard as in soft w^ood. It cuts
:!ti inches wide and 12 inches thick. .Several pieces
of narrow stuff can bo cut plsiced between the rolls
one above the other. The rate of feed is from 0 to fi.5
feet per minute.
The builders furnish with each machine one 6 inch
saw blade and the necessary wrenches. For further
information add
Nos. 216 to 2:i6 W. K
S. A.
Mr. O. N. Reynolds has been appointed mechanical engi-
neer of the Northern Pacific railway. His oftice will be at
St. Paul, but he will be mainly engaged at the Como siiops.
Mr. Reynolds was formerly chief draughtsman at the
Brainerd shops of this road.
R. M. Woods, formerlv assistant chemist in the C. B. &
Q. laboratory at Aui-ora has accepted a similar position
Mr. C. F. Mussclman, for the past four years general
foreman of the shops of the Cincinnati, Portsmouth & Vir-
ginia Ry., is now master mechanic and master car builder
of that road (formerly Ohio & Northwestern R. R.), vice J.
C. Homer, resigned to accept service elsewhere.
Mr. W. C. Blabon, assistant purch.ising agent of the
Great Northern, has been made general purchasing agent of
that road, vice Mr. J. C. Morrison, who has been given a
■ leave of absent
ir.i: foreman of the
Mr. J. M. Stokes, who lia.«
rolling stock departmii 1 1 i :'... ^1,11,11.1,1 di\ision of the
Ohio & Mississippi Kail . i ,tnd has accepted
the position of master 11. ., 1 ,iiro Short Line,
(St. Louis, Alton &Tciic liajit l;,u.i,j.iil) with headquar-
ters at East St. Louis, 111. iU-. P. II. Murphy, whose place
Mr. Stokes takes, resigned to enter private business. Mr.
George Linthwait, who has been foreman of the Washing-
ton shops of the Ohio & Mississippi for the past thirty
years has been promoted to the position made vacant by
the resignation of Mr. Stokes.
\\ , 1 , _ 1, 1 , \ ■.-.-.lingly to learn of the death of Mr.;.!. L
KingH.ill who for nearly 16 years has ably filled the edi-
torial chaii of the Railway World. Mr. Kingwalt years
ago made an honorable fame as an editor and ivriter on the
daily press, which has been well sustained since his con-
nection with railway journalism. He has written
much on transportation problems and the history
of transportation, and a few years ago he
gathered together the best of his work and, elaborating it
to some extent, published it in the great work of his life,
"The development of Transportation Systems in the
United States." Mr. Ringwalfs death is a genuine loss to
the railway press.
The announcement of the death of Mr. Wm. Wilson,
late superintendent of machinery of the Chicago & Alton
liaihvay, will be received with profound regret by the
many friends he made during his long and active
life. Mr. Wilson was one of the best known,
best liked and ablest of our mechanical officials. He was
for nine years superintendent of machinery of the Alton
road, leaving that position on account of continued ill-
health about two years ago. He first entered railway ser-
vice about 40 years ago as a machinist at the Erie Railway
shops at Dunkirk. He afterwards worke<l in a similar
capacity for the Michigan Central, the Galena & Chicago
Union, Michigan Southern & Northern Indiana and Chi-
cago, Burlington & Quincy Railroads, leaving the latter
road in ia59 to go back to the Galena & Chicago Union as
general foreman at Chicago. In ISlio he again went to the
C, B. & Q. as master mechanic at Galesburg, which posi-
tion he occupied for ten years. In 187.5 he was made gen-
eral master mechanic of the C, B. & Q., and was located
at Aurora. He retained that position one year. From isrsi
to 18S0 he was master mechanic of the Wabash at Fort
Wayne. In ISSO he left the Wabash to assume the position
of superintendent of machinery of the Alton, which he held
until 18-SO, when, as above stated, he was obliged to re-
linquish his duties and seek to restore his health.
THE RAILWAY MASTER MECHANIC
September, 1891
A NEW HAND CAS WHEEL.
During the past ten years there has been a great
change in the views of railroad men as to what the
hand car for regular section use should be. Ten years
ago anything in the shape of a car which could be
propelled by men standing upon it was thought to be
all that was necessary, no matter what its weight
might be, or how laborious it was to propel. At the
present time, however, railroad men are looking for
as light a hand car. consistent with durability, as can
be secured, and also are demanding that the me-
chanical construction of its propelling mechanism
shall be such as will, with Its light weight, secure the
easiest running car possible.
As an illustration of the need of such a light and
easy running car, we would call attention to the fact
against wheels heretofore used foi- this purpose. We
illustrate the form of these wheels, both in perspec-
tive and in cross section herewith, and are glad to
recognize the fact that their manufacture is a distinct
step forward in this class of articles, and also a good
illustration of the progress that is being made in the
forming of metals.
The wheels also are well adapted to all other kinds
uf light cars, such as those made for mining, planta-
tion and contractors' work, which the Sheffield Com-
pany also make a specialty of.
Fhoiphor-Tin— Its Qaalities and Uses.
We noted recently the fact that the Crosby Steam
Gage & Valve Co., of Boston, is putting on the mar-
ket phosphor-tin of its own manufacture. The at-
A NEW HAND
th at, whereas in the eai liei pai t of the pi esent decade
it was thought necessary to have in each section gang
6 to 12 men, now not over 4 or 5 men are required,
and these are at the same time expected to take care
of a greater mileage than the larger gang of years
ago. Further, in winter time many of our best rail-
road companies cut their section gangs down to three,
and sometimes as low as two, and to furnish a car
which so few men could remove from track and pro-
pel readily, and yet be amply strong for the larger
gang during the summer season, is the jiroblem mau-
a'acturers of hand cars have bad to solve.
The greatest problem in the construc-
tion of such a car is to get a light, durable
wheel. A wheel of all cast iron would be
too heavy; the wrought spoke, cast hub
and cast rim is heavy, and not at all dura-
ble, the spokes very soon getting loose in
hub and rim. The wood center wheel, as
made by the Shefiield Velocipede Car
Company, has proven to be quite satis-
factory in use, but not satisfied with this,
and to meet the demands of many railroad
officials, that company has at a great ex-
pense been able to offer to users of its cars,
an all steel wheel, which is fully as light
as the wood center wheel and which meets
th e requirements of many who have con-
tended for an all-metal wheel.
This wheel is made from a circular plate of steel,
which by a series of operations is finally brought to
the desired shape. It is furnished with a turnover
tlange feature, thus making the rail flange of sufficient
thickness to run over and through frogs and switches
safely. The wheel is cut away in the center after being
corrugated, the corrugations adding to it^ strength,
and the cutting away reducing its weight. It is fur-
nished with a drop forged steel hub and llauge, which
is riveted to the center, and when completed it has
all the advantages required in a hand car wheel, with
none of the objections that have been urged
CAK WHLbl
teution of the company was called to this article some
ten years ago, and it was found to be of the greatest
value in difficult and intricate brass castings. In a cir-
cular the company says:
Our claims for phosphor-tin may Ije briefly stated
as follows: It renders the metal more fluid in the
crucible, even with less heat, and keeps it in good
pouring condition for a longer time. It drives out
impurities and makes the castings close-grained and
strong, sound, sharp and clean. By its use, thin and
otherwise difficult castings can be made without risk
of loss, and the general run of castings produced in
any foundry are much more uniform and regular than
can be made without it; besides, the labor and ex-
pense of finishing such castings, by machinery or
otherwise, are greatly diminished. We are informed
by a customer using our phosphor tin, that in a cer-
tain line of work of a peculiarly difficult character,
that his losses from defective castings had been re-
duced from about 20 per cent, to only 2 per cent. All
foundry men who have used our phosphor-tin con-
tinue to do so, and speak of it in high terms of praise.
The circular gives directions for the various use of
this material. From these we quote the following:
The best metal yet discovered for locomotive and
car boxes may be produced as follows— copper 88 lbs.,
lead 8 lbs., phosphor-tin 4 lbs. The latter should be
added just before removal from the furnace, and the
mixture thoroughly stirred and skimmed.
Railway Patents Expiring in August, 1891.
Car axle, S. M, Cate, No. 1.53,701.
Car brake, W. H. Snellbaker, No. 1.5:i,.s5;.
Car roof, J. C. Wands, No. 1.5.'3,8fi8.
Car wheel, G. W. Mooers, No. 1.53,838.
Vacuum brake, F. W. Eames, No. 1.53,814.
Electro-pneumatic signal apparatus, A. Bernstein, No.
153,800.
Apparatus lor drenching stock on cars, H, Smith, No.
'=S,986.
rubricating axle journal, J. P. Gurton, No. 154,03)1
Jail joint, J, H. Bean. Xo. 1.53,884.
Rail
Switi
Railv
Oper
1.54,007.
I Wright, No. 15:3,918.
\ ( Coodell, Jr., No. 154,341.
' ' I Inn, No. 1.54,2«1.
"I, maker, No. 154,273.
.1. II, Baker, No. 1.54,114.
U. U. Lcighton, No. 1.54,490.
On August 1 the Southern Pacific and the Rio
Grande Western- Railways commenced to refuse to
receive for transportation over any portion of their
roads cars not equipped with the automatic brake.
The week before that the Santa Fe refused to receive
cars not equipped with the automatic brake consigned
to points on the first named roads. These steps give
in inkling as to what may be expected in the future
from other roads.
SUPPLY TRADE NOTES.
—The Minneapolis & St. Louis railroad is receiving 300
50,000 lbs. box care from the Ten-e Haute Car Works. The
cars are fitted with the Winslow roof, M. C. B. draw bai-s
and rigid trucks.
— Mr. John Voorhees, formerly connected with the In-
dianapolis Car Works, has been made general agent of the
Erie Car Heating Co.
—The August calendar of the Universal Radial Drill Co.,
of Cincinnati, bears an illustration and a description of the
combined tun-et chucking and engine lathe, made by that
firm,
—Among the catalogues which deserve to rank among
the very highest as to quality is that of the Niles Tool
Works for 1S91. It is a large book, finely bound in cloth,
beautifully printed upon fine paper, and flUed from cover
to cover with engravings of an unusually high class. The
book, which comprises nearly 250 pages, is filled with de-
scriptions and illustrations of the extensive and fine lines
of railroad wheel and axle machinery, screw machines,
lathes, planei-s, shapers and Blotters, boring and turning
mills, special boring machines, drilling machines, pulley
machinery, bending and straightening rolls, etc., that are
turned out by this well known firm. A full index adds
gi-eatly to the value of the book.
—We learn that Mr. W. B. Mack, the weU known in-
ventor of the Mack injector, has been granted two new
patents for improvements on the injector. The improve-
ments are designed principally to facilitate the taking
apart of the injectors, which will make them specially
valuable for use in places where the feed water is badly
impregnated with lime and other scale foi-ming elements.
The new injector is so constructed that the steam cone has
no screw threads, and the combining and delivery cones
are so arranged that they can be taken out with the gi'eat-
est ease. Those who have to clean or examine injectors on
the road will appreciate the convenience of being able to
take out the steam, combining and delivery cones without
the use of special tools.
— The Northern Pacific Railway is receiving the follow,
ing equipment ; Two dining cars, 20 first class coaches, and
0 mail and express cars from the Barney & Smith Co.,
Dayton, O. ; five sleepers from the Pullman works, the
sleepers being fitted with aU modern improvements, includ-
ing electric lighting.
—The plant of the Columbia Steel Car Co., near Des-
plaines. 111., has been bought by a syndicate of Chicago and
eastern capitalists and railroad men, headed by Mi*. B. F.
Holmes, of New York. It is the intention of the new
owners to complete the factories now under way and to
begin work within two months on the manufacaui'e of
steel cars under the Columbia patents.
—The government lighthouse board has ordered six gas
buoys from the Safety Car Heating & Lighting Co., of New
York City. These buoys, which will burn Pintsch gas, are
of tank form with an u'on framework supporting a pipe and
burner. Each buoy gives a light for 90 days %vithout re-
charging or attention. The last congress appi-opriated
money to purchase 15 of these buovs.
—In our reference to the railroad exhibits at the Cape
May conventions we stated that the car seat exhibit con-
tained nothing CBpecially new in that line. We were so
comfortably seated while examining that exhibit that we
quite overlooked one really new thing, and that was the
Hale & Kilburn improved high back tilting car seat. This
seat possesses many advantages in the way of simplicity,
ease of setting up and manipulation, tilting and sliding
cushions, height of back and width of cushion, etc., and is
meeting vpith a rapid sale.
—The Universal Radial Drill Company placed in the Ta-
coma shops, which we illustrated last month, a No. 3 Uni-
versal radial drill. It has a 7 ft. 6 in. arm, and vrtll drill to
the center of a 15 ft. circle. It weighs about eight tons fin-
ished, and is a handsome and useful tool.
— Wc have received from the Samson Cordage Works,
115 Congress street, Boston Mass., three samples of their
first quality solid braided railroad bell cord. One sample
is fancy color, another a fine drab, and the third a very at-
tractive mahogany. These samples are of strictly the first
quality of goods and the company direct special
to the difference between that grade and second grade
their own or any other make.
THE RAIL\\^AY MASTER MECHANIC.
— We have received the following notice, undoi' date of
July 34, 1891, and signed by the Standard Car Coupling
Company and the Thurmond Car Coupling Company:
"rt'e beg to advisp you that all conflicting claims
;inil controversies between the Thurmond and Standai-d
( 'ar Coupling Companies have been satisfactorily adjusted.
The suit between the parties h;is been dismissed. lOach
party and company hiis the right u> manufacture and sell,
or cause to be manufactured and sold, or authorize others
to manufacture and sell, couplers of the kind heretofore
manufactured and sold by it, under its own patents, freed
and discharged from all claims of infringement, that has
or can be made by either party against the other."
—Low-Moor iron is being used very largely for piston
rods and seems to do the best work of any metal for tljat
purpose. The superintendent of motive power of one of
I he prominent western roiids who has been using Low-
Moor piston rods for over four years said recently that he
had never known one to fail under fair usage and that the
first ones put on were still in service. He also said that
t-ow Moor rods had given longer service with the "Liiird"
guides than rods made from any other material he ever
— R . W. Healy, general purchasing agent of the Cincin
nati. New Orleans & Texas Pacific Railway Co., has about
a dozen locomotives in perfect condition that he would like
to dispose of. They are now in service on his road but are
too light for its heavy traffic and are to be replaced by
large moguls. A detailed description of each locomotiye
will be found in our advertising columns.
—During the month of July the Pennsylvania Railroad
. ordered over 100 air brake regulators of the Mason Regula-
tor Co., of Boston.
—Mr. J. W. Duntley, funnerly with the Michigan Malle-
able Iron Co., has re-entered the service of that company,
and has opened an office in Chicago, at 447 Rookery build-
ing. Mr. Duntley will devote his time to the railroad trade
of the firm named.
—Mr. Geo. H. Poor, general manager of the sales de-
partment of the Boyer Railway Speed Recorder Co., has
severed his connection \vith that company and has gone
cast to his home in Portland, Maine. Mr. Poor has a host
of friends in the west who hope to see him back here again
THE OFFICIAL RAILWAY LIST.
Changes for the Month of August, 1891.
Baltimore & Ohio.— Robert B. Campbell appointed
superintendent of trans-Ohio lines to succeed Edward
Dickinson, resigned John T. Johnson appointed superii
tendentr' " '^-'
&, lMi[\NA.— Master Mechanic S. D.
tN.— Joseph W. Blabou appointed pur-
:reai Northern and Montana Central
.Nm-iit J. C. Morrison ha\ing been given
KvsAwin \ MT.nu;i\.-S. Burke, formerly vice pi
dent, elected president ,wiih office at Cleveland, O.
Robinson elected vice' president, with headquarters in I
York.
eral Superintendent
perintendent of iirst
ceed W. H. Folsnm. i
McGuire ai.|j..i,ite.l a^
-J B SafToril,
-C. P. Hammond appointed to sue-
as superintendent and M. C. Figg
IS auditor. The Richmond & Dan-
THE YELLOWSTONE PARK LINE.
The Northern i'acific Wonderland embraces i
of attractions simp
V unequalled.
lard and the ><u\ifi
• IS at Ih.. l.cud of
t<i the westward Ih,
I. ill;.- I'aik n-i(u
11 appoints
office at
-President John M. But
Akron divisic
Brooklyn B.»Tn & W
ler, decea.sed.
CvNAO.v ATL.1MIC.— M. Donaldson, superintendent of
transportation and master mechanic, appointed superin-
tendent with office at Ottawa. The office of superintend-
ent of transportation has been abolished.
CUATTAXOOOA. RoME & CoLCMBts.— J. C. McMaster ap-
pointed train master from Chattanooga to Griffin, Ga. , with
headquarters at Cedartown, Ga.
Chicago, Milwadkee & St. Paul.- The following ap-
pointments and changes have been officially announced : F.
S. Alkin, appointed superintendent of terniinals atChicago ;
T. H. Dancy, appointed superintendent of terminals at
Milwaukee; Superintendent W. W. Collins transferred
from northern to Prairie du Chien and Mineral Point divi-
sions: J. F. Gibson appointed superintendent of northern
division; \V. B. Ormond appointed tiainmaster of Chicago
& Milwaukee and Chicago & Evanston divisions; jurisdic-
tion of Trainmaster James H. J^ittle confined to Chicago &
Council Bluffs division in Illinois; C. H. Scott appointed
trainmaster of Southern Minnesota division.
Choctaw Coal Jfe Railway Co.— J. D. Bradford ap-
pointed acting manager for the receivers with headquarters
at South McAlester, Indian Territory.
Cixcis>-.»Ti, Wabash & Michioax.— W. G. Baylev ap-
pointed engineer of maintenance of way with headquarters
at Wabash, Ind.
Denver & Rio Graxde.— Car Accountant B. S. .lesselyn
resigned : Stephen Little elected comptroller, with head-
quarters at New York.
Des Moises, Northern & Western.— Des Moines &
Northern and Des Moines & Northwestern roads consoli-
dated under above title. F. M. Hubbell, president, F. C.
HubbeU, vice president and superintendent and L. M. Mar-
tin, general manager.
Detroit, Graxb Haven & Milwaikee.— Assistant Gen-
eral Freight Agent James McQueen resigned.
Flint & Pere Marqiette.— The
eral manager, filled by David EdAvards, abolished
I'pl
E. M.
appointed superintendent of water lines, with
neaaquarters at Ludington : T. J. H:itsKell appointed mas-
ter mechanic, and George M. Brown sujierintendent of
roadway and structures. C. S. Chenev, chief train dis-
patcher, appointed trainmaster; A. }i. FoUelt becomes
chief train dispatcher; 1. T. Chubbuck to be division sup-
erintendent, with headquarters at Fort Huron ; S.T. Crapo,
formerly division superintendent, to be a-ssistant to Genenil
Manager Baldwin.
New York, Lake Euil & WE.-iTERX.— T. A. Lawes ap-
pointed master mechanic of eastern division, with head-
quarters at Jersey City, N. J.
Northern Pacific— A. L. Craig to be assistant general
ticket agent to succeed J. C. Pond, resigned. Office of as-
sistant superintendent of Montana di\'ision abolished. J.
M. Graham having resigned, the office of assistant general
superintendent eastern division has been abolished. C. C.
Cummiskey, formerly auditor of accounts of motive poAver
department, appointed general storekeepei', with office in
St. Paul. O. H. Reynolds appointed mechanical engineer
of machinery department, with headquarters at St. Paul.
OnK> & Missisrtipri.- Geo. Linthwait appointed general
foreman rolling stock Springfield division, vice J. W.
Stokes, resigned.
Ohio Valley.— This road noAV operated by Chesapeake,
Ohio & Southwestern R. Co. The following appointments
have been made: M. B. Cutter, general superintendent,
vice James Montgomery, resigned; A. T. Sabin, superin-
tendent of roadwa.v, bridges and buildings; J. W. Luttrell,
superintendent of motive power; B. E. Mitchell, general
freight agent, vice G. A. Smith, resigned; W. H. Prouty,
general passenger agent, vice G. A. Smith, resij^ned ; J. W.
Baird, auditor, vice J. W. Ti'n> i. :_i..l -^ Young,
cashier, vice J. B. Weaver, resiL'i - ' i !■ i: '11, pay-
master, vice J. B. Weaver, resis; I 1 •.' r. store-
keeper, vice B. E. Fleming, punli, I ^ j[H'd;G.
A.Smith, general freight agcni. v\i"i in .ii-iiaiicrs at
EvansA'ille, resigned. J. J. Fagan. ii-avciiug ireightand
passenger agent, succeeds Mm.
ORECioN Improvement Co.— The headquarters of this
company have been removed to Seattle, Washington.
PiTTSHi Ri;n, Akron & Western.— D. W. Semple, general
freight and passenger agent, resigned, and succeeded by
W. S. Taylor.
Ri.iiMoxii & Danville.— S. H. Hardwick and A. G. Craig,
general passenger agents of the Georgia Pacific division
and Macon & Northern roads, having resi^'Ui'l. '],■■ .li-
diction of General Passenger Agent J.as. I. I' r ' .. ,
extended to cover those lines. W. A. Turk a i •- n i '
wick appointed assistant general pa.ssi i •
withofficesatCharlotte,N.C.,andSavannaii.(. I a. ■ .hl.
of passenger business of first and second dixisions; L. s.
Brown appointed general agent in charge of passenger busi-
ness of third division, with office at Washington, D. C.
Jurisdiction of General Freight Agent G. A. Whitehead
extended over Central of Georgia and (.;eorgi:i Pacific, with
office at Savannah; J. M. Gulp api'Minii .1 i-I^i. mi traffic
manager, with office at Atlanta, (.i " ' M.f-en-
i'" !■'■■'' ' -^ ' - ' - I ' II lumbia,
Lak.- r.-iiH .,a ,,,.; , ;,,„,, ,,,,,,i-Ai. „, . s,„ 4aineCity
and h'alls. I'aliiiisc. Walla Walla. Uig Hund and Ya-
kima agricultural districts, Mt. Tacoma and the Cas-
cade Mountains, Tacoma, Seattle, Puyallup Vallev,
Snoqualrne Falls. Pueot Sound, the Columbia river.
Valley, Gray's Harbor
and Butte with through touii>t aial . r
man sleepers from and to Chica^n \ i:i ili. \\ ,^,-,,,,^,,<
Central, and first class through sleeping' i.-ar service
in connection with the Chicago, Milwaukee & St.
Paul Railway.
Passengers from the east leaving St. U«iis in the
forenoon and Chicago in the afternoon, will make
close connections with the morning train out of St.
e day: leaving Chicago at
made with train No. I. leav-
aftel'DooD.
II. .lune 1 to October 1.
t- of the Northern Pacific
- in supplying information,
I tr.' or application can be
!'. A., St. Paul, Minn,
for the latest and liest map
just out.
EASV TO KEAOH nANITOI'.
A Pullman car now vu
Springs without change
passes through Kansas
Springs. It leaves Dea
is from Chicago to ManiUiu
lia the Santa Fe roiito. ]l
City. Pueblo and Colorado
•born station on the Denver
limited at six ti'clock and reaches Manitou at half
past eight the second morning. No other line can
offer this accommodation. You must change cars on
any other line.
Pullman Palace Cars are run by the Santa Pe route
without change from (,'hicago to Las Vegas Hot
.Springs, Denver, Colorado Springs, Pueblo, Manilou
and many other Rockj "^lountain summer resorts to
which e-xcursion tickets are being sold at 212 Clark
street.
ganized ; offl'
perintendent
intendent m:
D. D. Currai
LUJS
h western division, AvHh
office at Ma I ' i ' i;iiperson, superintendent
South Carolina ill . s; II. • h .Hire at Augusta, Ga.
St. Locis. Ai.tmn & T]:uKi: Hacte.-J. W. Stokes ap-
pointed mastel' mechanic and master car builder to succeed
P. H. Murphy resigned, with headquarters at East St.
Louis, Ills •
[ipOMl
The Wisconsin Central and Northern Pacific lines
I run through Pullman Vestibuled and Touri.st .Sleejiers
■••tween Chicago and Tacoma. Wash., and Portland,
j I He. The train known as the "Pacific Kxpress" leaves
' the Grand Central passenger station, at the corner of
Fifth avenue and Harrison street, at 10:45 p. m., daily.
For tickets, berths in Pullman or Tourist Sleepers
etc., apply to Geo. K. Thompson, City Passenger and
Ticket Agent, 205 Clark street, or to F. ./. Eddy,
Depot Ticket Agent. Grand Central Passenger Sta-
tion, corner Fifth avenue and Harrison street. Chi-
cago. III.
THREE HARVEST EXCl'RSilONS.
The Burlin^on Route. C, B. & Q. R. R , will sell from
principal stations on its lines, on Tuesdays, Augu.st 12.5 and
.September l.i and 29, Harvest Excursion Tickets at Low
Rates to principal cities and |ioints in the Farming Regions
of the West, Southwest and Northwest. For tickets and
further information concerning the.<ic excursions, call on
your nearest C, B. & Q. ticket agent, or address P. S.
Ki stis. General P.issenger and Ticket Agent, Chicago, III.
abolish. ii \
Seaboari.
Seaboard Co
operation of 1
for traffic bel
EOROIA & Atlaxi
: assumed the cor
..S: Atlantic R., n
lachen, Ga. J. A
iffice at Eatonton.
ic— The
trot and
ow open
appointed superintendent, wit
Western Counties —William Fraser auditor, also ap-
pointed general freight and passenger agent.
Wheelino & Lake Erie R. axi. Toleoo Belt.— F. H.
.Stark appointed general car foreman with headquarters at
IronviUe. O.
Wisconsin Central.— (Jeneral Passenger ami Ticket
Agent Louis Eckstein resigred, and succeeded hv James
C. Pond.
To Colorado ^
I Bnrlln^on Roate. Onljr One Mglit
■ago at 1 :0
Denver
Leave Chic
Sleeper
• F-as
via Burlington Itoute to Denver, lea\*ing Chicago at 0-10
p. m., St. Louis at S:15 p. m., and Peoria at 3:20 p. ni. and
8:00 p. m. All trains dailv.
Tourist tickets are now on sale, and can be had o
agent-s of all roads and at Burlington Route depots
cago, Peoria and St. Louis.
There is no better
rest and pleasure.
' ticket
1 Colorado for those seeking
THE FLA.IL^^^AY MASTER MECHANIC.
SEPTEjrBEE, 18
VREELAND'S
Transfer
Jack.
Will Eemove and
Beplace
Drivers or
Trucks
•without Jack-
ia^ Up.
In a«c on over 25 rallroada. The
B. 4 O. R. R. have now four In use.
bavln^ made three dUtinct order*
during the past year.
Hydraulic Tools for Railroad Work
204, 206, 208 & 210 East 43J Street, NEW lORK,
FOR
CIRCDLARS.
lilN<;LR PLI NCER PCmP WHEEL, PRESS.
.A-x^^ .a-pij-s-. INT. -sr .
Trinity Place.
New York City,
115 Broadway.
Steam Couplers
Fire Proof
Heaters.
CONSOLIDATED
McElroy, Sewall, Westinghouse and other Patents.
CATALOGUES U PON APPLICATION
Special Appliances and Extra Strong Fittings of Every Kind.
Automatic Control of Heat.
CAR-HEATING CO.
616 Phenix Bldq.
Canada,
COATICOOK, P. Q.
COMMINGLER.
DRUM.
Direct Steam
Systems.
CHAPMAN VALVEJTG. CO.,
OIL, or AIMMONIA..
nEXERAL OFFICE I I>DI.\?( ORCII.4RD. TREAS. I 72 Kilby street.
SHARP'S "OIL-DRESSED'-
LEATHER BELTING.
Equal for Strength, Pliability and Lasting Qualities
MANUFACTURED SOLELY BY
Pl^.^P/ JOSEPH SHARP,
59 WALNUT ST., [Writ, for Pri,.] CI NCI N N ATI, O,
Skylights, Glass Roofs, Etc.
Patent solid steel bars, zinc or copper caps, used on all new depots
and passenger stations.
Horticultural and Skylight Works. .\ IW Y( )I;K ol'l'Ii K: 14.', Lilx;i-t.\
:il.\ll. <>I'FI< l: uiid \«'OKK> I IS l.'iti ICandolpIl A t .. .I<'r«r) <'II),N J.
WESTERN NEW YORK
PENN4 R R. CO.
Exchange i
I. BeU Sen. Eopt.
J. A. r«ll»wi, 5m'IPl:l. Agt.
PITTSBl'RCH &I.AKE ERIE K. R.
THE ■•SHEAT AND ONLY LAKI SBOBE EOHTE'
Between Chicago and Pltlebiirgh and the Sonlbpas
FAST TLME. NO DELAYS.
ThiB is the only Route which takes you direct
tbrongh the beautifal city of Cleveland, Ohio, con-
tainlUftthe grave of President Garfield, etc. Be sure
vontScketsreadvlaPnTSBOBGH SLAKB ERIE
fc.HOLBROOK. Gen.SuDt. A.E.CURK.O.P ^ T.
iiliiap Of me Dniieii Slates.
A lartre, handsome map of the United
S'ales, shn.vint? North aod South Dakota,
mounK^d brui suitable for office or home use
and issued \>y the BURLINGTON ROUTE,
will be furnished responsible parties free
on application to the uodersierned.
PLAYfXG CARDS.
For 15 cents In pnsraffe .vou can obtain a
pack of best quality playine cards by apply-
ing to the undereigted,
P. S. EUSTIS,
Oeneral PassengBr and Ticket A^ent,
C. B. & Q. B. ?:■ Chicago, 111.
ClXlIXS.lTI, O., Jul.", 1S91. ,
Proposals are invited for the purchase of
the following: locomotives :
3 built by the Baldwin Locomotive Works,
4 drivers each, til inches diameter, cyl-
inders 17xa4, weight on drivers
pounds, on trucks 24,000 pounds.
iO.lXW pounds.
3 built by the Baldwin Locomotive Wo
4 drivers each, <'*> inches diameter.
Total
inders lf,.\'J4, weight
pounds, on trucks 'J^.i
uilt bv the Baldwin L
driv
Cf°^
built by the l*ortluud Locomoiive Works,
4 drivers, HO inches diameter, cylinders
16x34, weight on drivers 40,UtX) pounds.
These locomotives are now in service and
lire in perfect condition. The only reason
for disposing of Iheni is, that, being loo
light for our service, we propose to replace
them with heavy moguls. Further particu-
lars will be furnished on application.
R. W. HEALY,
Purchasing Agent.
MONON ROUTE
THE STANDARD
LUBRICATING OIL
OF AMERICA.
For Railroads
Qalena Bngine^ <
xichAOarOU.
Cold test, lO* to 16"
coldest weather, and entire
: joamala at any time, as Ita
a majority of the leading
gtrated.
railroadfl has deinonBtral
Showine: Better Results than
any other Oil Extant.
Beterenoea fomiBhed on application.
GALENA OIL WORKS-LifflM
FIRE BRICK
Jjocomotive ^rch prick,
rOUNDRY SUPPLIES.
CHAS. D. COLSON,
.iO W. Lake St., CHICAGO, ILL
LOW MOOR IRON.
Til,. li,~t iii.liil known f.ir STAV BOLTS.
I>1^T<>^ KOns, TR.IKK PINS, SIDE
KOItK. VALVE VOKRS, SIDE Bt'SB-
I^iOS and other parte of locomotives.
It will not break or bend, and when case-
hardened will outlast any other metal.
A full stock of bars in store. Forginj?8 got
out very promptly.
HOUGHTON & RICHARDS,
llailroad to Florida and the South.
Send for elegantly illustrated Tourist
Guide written as a romance. Enclose 4 cents
postage to James Barkey, G. P. A. Chcago,
City Ticket office, 73 Clark St.
r^OAV IMOOR. IRON eO.,Ltd.,
150 OUver St., BOSTON.
Kepresented by
THE RAIL^VAY MASTER MECHANIC.
WALTER D. CROSMAN, Manager Editorial Department
EDWIN N. LEWIS Manager Business Department.
PDBLISHED MONTHI.Y Bl THE
RArLWAY PURCHASING AGENT COMPANY,
Devoted to the intereata of railway motive power, equipment
and machinery. Communications on any topics eaitable to these
colomns are solicited.
Prior to January 1, 18fif., this journal was known as The Rtiil-
way Purchasing Agent. It will still in its newand wider field be
adapted to the especial wants ot all who purchase or influence
the purchase of railway supplies.
Subscription price, $1(10 a year. Advertisini; rates and details
concerning circulation given on application to the office by mail
or in person. Address
THE HAILWAV JIASTEK MECHANIC.
The Kookery, Chiciigi), III
Nkw V<iiik Okkiik: ^11 Br-ou.lwiiy. Huorii I.-.-:;.
The Official Railwau LM if jnUilUlied liy Ihh cmpuu]!.
VOL. VI.) CHICACO, OCTOBIOK, Is'.i
I NO.
The publishers of The Uailway Masteu Me-
CHA.NIC regret the neeessily of announeinjf the re-
tirement of Mr. Walter D. Crosman from its edi-
Uirial iimniiy:enienl. Considerations of health have
for some made it apparent to Mr. Crosman that re-
moval from the climate of Chicago was inevitable.
.\n opportunity having offered itself he has deemed
it unwise not to accept it. He will hereafter repre-
sent in St. Paid and Minneapolis the editorial depart-
ment of the consolidated Railican Age and Xorth-
ireslem Bailroader.
Mr. Crosman's able and faithful work as editor of
■ The Railway Master Mechanic, and as secretary
of the Western Railway Club, is deserving of the
most ample recognition. It is with no merely formal
expression of regret, but with'genuine sorrow, that
we have consented to the severance of relations which
have always been mutually pleasant and prolitalile.
Mr. Crosman's work speaks for him, and is an earnest
of success in his new field of operations.
The publishers of this journal are not, at this writ-
ing, prepared to make announcement regarding the
personality ot its future editorial management. They
can, however, assure their readers that the high
tone ot the paper, its originality and enlei'prise, will
all be fully maintained.
\\F. Iiavuon sev,n-al occa.Muns spnken of the desir
ability of drilling -tell-tale" holes about i inch ir
diameter x 1 inch deep in the outer end of stay bolts
We again urge upon master mechanics the great im-
IJortance of doing this. Our boilers are larger, con-
lain more stay-bolts and are worked at higher pres-
sures to-day than ever before in the history ot
locomotive engineering. We know that the most
careful and skilled inspectors are constantly at fault
its U) tho condition of stays when making their peri-
odical roundhouse u.-vaminations. and, surely, we can-
not alToi-d to take any chances when an explosion
with iUi attendant destruction to life and ])ro|K'rty is
among the prominent possibilities. It is not neces-
sai-y to drill every stay-bolt in the boiler, every other
one around the lire box is sufficient, but master me-
chanics certainly owe it to themselves for the sake of
thcii- reputations, if for no other reason, to see that
this simple precaution is taken, and that promiitly.
full
.Masteu Car Builder Maruen ot the Fitchburg
lailroad has been made superintendent of buildings
in addition to his other duties and he has begun the
systematic adornment of station grounds along the
road wheiever anything ot the kind is possible. A
movement toward making raili-oads oi-namental as
well as useful seems well under way in New Kngland.
The sides of the right of way of the Old Colony in
Boston have been terraced and sodded and the effect
is very agreeable to the eye. I'erhaps the .lohn
Raskin of the next generation will not be as savage
against railroads as destroyers of rural beauty as the
famous artist-author of that name has Iwen.
Is there any reason against the use of inside check
valves in locomotives except the fact that they add a
little to the cost of a boiler? We know of none. But
if there is no other reast>n then a great many rail-
road officials must be strangely indifferent to human
suffering and the loss ot life. The employes on any
engine destitute ot such a valve are liable to be
scalded to death whenever a collision or a derailment
occui-s. and no railroad management has a right to
subject its engines and firemen to this additional and
unnecessary danger. A good many engine men every
year are actually cooked to death by hot steam who
would have escaped alive it their locomotives had
been furnished with inside check valves. Somelxxly
is responsible for these iinnece-ssai-y tortures and
deaths, and that somebody is. in each case, the one
who might have prevented it by using the pi-0|ioi- ap-
SoMK trouble has been experienced from heating of
the fiiru-anl trurk jmirnalsof the Dean compound loco-
motive- on II,, ( ii,i , ,,lony, and Mr. Lauder has decid-
ed in J, |ila,, 111, oiiyinal ones by journals six inches
in diain, l,i'. 'i'li. ,-xtra weight on the front end of
the compounding apparatus justifies such a change.
The testing of the locomotive has been somewhat de-
layed by the failure of the intercepting valve to stand
up under its work. This difficulty, however, is easily
•emoved by simply increasing the strength of the
parts. By the time this reaches our readers all needed
epairs and changes will probably have been com-
pleted and the locomotive will be making test runs in
regular service. Xo tests have been made up to this
time, but the fireman insists that he uses only one
^coopful ot coal .in firing it, where he always used
three on the standard engines of the road. That the
latter are among the very best and most economical
locomotives in this country all railroad men know.
The executive committee of the Master Car Build-
ei's' Association has done good work in issuing gauges
and limits tor the standard coupler, which gauges and
limits are described and illustrated elsewhere in this
issue. Naturally yielding to the force of circum-
stances, which during the past year's discussion of
this subject have been developed, the association
bridges over the period of uncertainty by presenting
tentative gauges and limits. With the real lack of
experience that we have, and with the varied inter-
ests involved, it is well that a final standard covering
the points hei-e involved should be for a time deferred
and that meanwhile a set of gauges and limits should
be prescribed and provided for the guidance of mak-
ers and users of automatic standard couplers, to be
used until such time as definite details ma^ be agreed
upon. The executive committee's announcement con-
cerning these gauges and limits will be found to fully
explain their uses, and a careful examination of the
gauges will show them to be admirably adapted for
their purpose.
The tenacity with which West Indian and South
Vmerican railroads have clung to pumps to the ex-
clusion ot injectors for feeding their locomotive lx)il-
s remarkable, but there are indications that the
time-honored practice is beginning to ware. W'e
notice that on engines now being built for this trade
that one injector and two pumps are being put on in
some cases, while in others but one pump besides an
injector is called for. In this connection we may men-
tion an amusing incident that occurred a few months
ago. .V firm of builders in this country received an
order fi-om a South American road for an engine, the
specifications merely requiring a certain size for the
cylinder, driving wheels, etc., and leaving all detail
to the judgment of the contractor. The locomotive
was accordingly built in line with the latest practice
and was supplied with two injectors but no pumps.
On arrival at its destination the manager ot the i-oad
cabled the builders in great tribulation to >cnil
puin|>s at once. a.s they had evidently lieen overlooked
in shipping and the engine was quite useless until
they arrived. What he took the injeclois foi' is still
a mystery.
following jiage the cominuni
cation ol a recent corresjiondent to the Engimerin'J
and Mining Jounwl as to "Why steel tii-ud wheels
wear Hat less than .lulled cast ii-on ones" The mat-
ter is an iritir,~i ,._ ,,,;, I,, ,,!,,. readers and we pre-
sent the fi.ll,,v, :' _ ,_ ii.iiLs concerning it: It is a
well known la,: ., '.,: ]„,i..- are more frequent with
chilled wheel, U,a„ .w;l. ,ieel tires in similar service.
But chilled wl.eels in i)as.senger service are :t;! in.
diameter, while the steel tires are usually .'Ki in. or 42
in. diameter, and the reason tor Hat sjioUs or the
more frequent sliding ot the chilled wheels is plain
when we consider the i-otalive energies of the resiicc.
tivo wheels. The :).'! in. chilled iron wheel
weighs about -)4(l lbs.: the :)(1 in. steel tired wheel
weighs about I'M lbs., and the 42 in. steel tired wheel
weighs about ICiO lbs. Now, considering a train of
loaded cars equipped with :i,'i in., ,'ili in. and 42 in.
wheels respectively, wo have as the percentage of
energy in a loaded moving train duo simjily to ils
velocity and weight, to be added to include the omtrgy
in the wheels, the following figures: For a :):) in.
cast iron, .')•;) per cent.: for a .'Ki in. steel lii-ed, .V;t pur
cent.; for a 42 in. steel tired, (i-.'i per cuiil. Or. in
other words, the 42 in. wheels add twice its inurh to
the stored energy in the train as the .'!.'! in. wheels do,
and it is plain thai the train with .'t.'i in. wheels will
stoj) in less distance than tho 42 in. wheels with same
brake, brake shoes, etc. Or, to put it in another way,
the tendency of a 42 in. or ;«i in. wheel to slide is
lessened just as much as the energy stored in the
wheel by reason of extra weight and radius of gyra
tion e.Kceeds that of the .'13 in. wheel, and, othei^con-
ditions being the same, the larger wheels will stand
so much extra braking force before sliding.
We know ot no data accessible to show the relative
friction between steel tire and steel rail, or between
chilled cast iron and rail, but the general supposition
is that the coefficient is greater in the former case.
It is, however, not safe to build too much on the mere
conjecture. A good reason for the more frequent,
sliding of the chilled wheels is that they are often out
of roimd as well as balance. The eccentricity causes
a binding and excessive braking power, while the un-
balanced weight exerts a lifting tendency from the
rail. Both these causes act in blocking the wheel.
Steel tired wheels are generally well balanced and
round and give more satisfactory service accordingly.
iN" another column are given the results of the
master ear builders' letter ballot provided for the
last convention. Halt of the proposed standards were
rejected. Those which failed of approval were the
freight car lettering, the joint inspection scheme, the
defective car report, and the joint inspection defect
card. There were thus three allied standards re-
jected; and of the four standards that were adopted
three were also allied, namely, the rescinding of the
Fletcher lid, the journal box for (iO.OllO lbs. cars, and
the lid for the old standai-d joui-nal box.' The fact
that four of the proposed eight standards were re-
jected reveals clearly the conservative tendency ot
the association as a whole. The rejection of the jiro-
posed innovations in regard to inspection is, we be-
lieve, indicative more of conservatism than of a set-
tled purpose to adhere to the old methods. The great
strength of the proposition to change the method of
|)ection lies in the fact that where the newer
thods are applied the greatest satisfaction exists,
and we firmly believe that the pi'opostd system ot
joint inspection or some method embodying the
; pi-inci]ile will .■Mutually lome inlo um-.
li.s ,-(niii,.1i II,,,;, ,,,ii ,,11,1, linn to Ihe fad
..f II,, ],,,,|" ., -, i„ ai-ly reached.
railwa,\ wui i- .- i,j !>i , , i.^i .lUilatcd upon the
adoption of the bo.\ and lid olandaids. .Many of our
ablest mechanical authorities consider that an error
has been made in not maintaining the Fletcher lid as
standard, but nevertheless a standard of any reason-
blc merit is welcomed. Moreover, the loss of the
lelcher lid is more than comiicnsaled tor in the gain
of the standard box which would probably have been
obtained last year it in last year's ballot the rider in
the form oi the lid had not weighed it down. Taken
THE RAIL^VAY MASTER MECHANIC.
auogether the association can congi-atulale it-self i
liaving advanced as fai- as it has (luring the season i
the matter of standards. It has gained four new one
i-liHHce to speak and to vote, and prevents waste
e on immaterial points, he is an efficient pre-
officer, even though h"is knowledge of estah-
and this number certainly ought to stand as reprc- i lished rules of order be very limited,
senting a healthj- development. It is far better to be ness head is more useful than
too slow than too fast in such matters, and certain
four new standards per year cannot be considered t(
The season for railway club meetings and other
gatherings for disctission has now opened and almost
any subscriber to the R.\ILWAY Master Mkcha.VIC
is liable to be called on to preside over such an assem-
bly. Most railway men are too busy to study books
on parliamentary rules and therefore a few brief sug-
gestions relating to matters which any presiding
officer of any deliberative body has to deal with may
be of value to many of our readers.
It is not true that "a motion to adjourn is always in
order." Such a motion is only in order when the
person who makes it "has the floor." If A has risen
to speak, has been recognized by the chairman and is
addressing the house, B has no right to jump up and
interrupt him by shouting "Mr. Chairman, I move
that we adjourn. ■ In doing so B violates not only the
law of good manners but also established parliamen-
tary law. While A has the floor no other member
has a right to make a motion to adjourn or any other
motion. The correct interpretation of the rule is
that a motion to adjourn is always in order it any
motion is in order. If the floor is occupied by a
speaker such a motion cannot be considered by the
chair until the speaker gets through or yields the
floor to the person desiring to move an adjournment.
It is in the matter of amendments that presiding
officers and members often get badly tangled up.
Much confusion will be avoided if the chairman in-
sists that every motion and every amendment be in
writing and if he recites to the house the exact
language of each motion before calling for a vote. It
is very common for a chairman to say, "Gentlemen,
you understand the question, all who are in favor of it
will say. etc." But in a great many cases the gentle-
men do not clearly understand the question. It is far
better and will, in the long run, save much valuable
time it the chairman repeats the motion word for
word before taking the vote.
The clear statement of the question to be voted on
will call out more votes than if the matter is left at
all hazy and indefinite. It is well, too, to call clearly
and distinctly for the negative vote as well as for the
affirmative.
As to amendments, the rule is that a motion may
he amended and an amendment may be made to that
first amendment— but no further amending is allow-
able. The amendment to the amendment is to be
voted on Br^t, then (if the vote has been affirmative)
the amended amendment, and, (if that is carried),
finally the original motion as amended by the two
amendments. The votes on the amendments do not
adopt the original question— but merely give the con-
sent of the house that the question on which it is to
vote shall be put in the amended shape instead of in
its original form. In practice, however, the chair
man can often shorten the proceedings by sug-
gesting that a vote on an amendment be con-
sidered as a vote upon the original question as
amended. He should see to it, however, that the
matter is clearly understood by the house, and by the
secretary who records the action taken. General par-
liamentary rules permit great liberty in the subject
matter of amendments. An amendment directly re-
versing the proposition contained in the original mo-
tion is in order. The chairman has, however, the
light to insist that an amendment shall be germane to
ilic subject of the original motion.
The object of parliamentary rules is to enable de-
liberative bodies to get their business done without
disorder and with fairness to all. It is the doing of
the business that is the important thing, and if a
•hairman enables the members to understand just
vhat is before them tor discussion— gives every one I
A good bus!
iry of " man-
TIIK LAW
Sl-ARK .\KliKSTEIiS.
A large amount of the liability which falls upon
railroad companies by reason of negligence arises
of the faulty condition of spai-k arresters and eoi
quent fires. Many cases have been decided by the
courts, which lay down some principles that aftord
practical suggestions which can be made of service, in
so protecting and perfecting these appliances as
escape a large amount of this liability.
In the first place, there are certain presumptions
which arise from the facts as they occur. In a cast
recently decided by the federal circuit court for Lou
isiana. a witness testified with reference to a diamond
stack that if the netting was in good condition it wouli
not allow any fire to escape that would do any injury
As a matter of fact sparks did escape, to a height of
.')0 ft., and were thrown to a distance of 100 ft. This is
sufficient to show of itself that the spark arrester was
out of order, and the fact that it was regularly in
■ spected whenever it left the shops does not relieve th(
company from liability, as the result is evidence that
the inspection was insufficient.
The condition in which these appliances are main-
tained is essential to the rights of the company. It
may equip its engines with the best of spark arresters,
but that will be of no avail to them unless they are-
kept in suitable order and repair, and operated with-
out negligence. In order to escape liability for fire
damage it has been held by the supreme court of Illi-
nois that it is necessary for a company to show that it
has equipped its engines with the best and most ap-
proved appliances and that they are kept in proper
condition. This rule is somewhat modified by the
supreme court of Minnesota; and the following seems
to be the rule which the general run of decisions best
sustains: That while a railroad company must equip
its engines with the best known and ascertained ap-
pliances to prevent the escape of fire, it is not its duty
to make use of untried and uncertain instrumentali-
ties, even though the subsequent experience of others
might demonstrate their superior efficiency. And
when superior appliances are discovered, the law
gives the company a reasonable time to make use of
them. What is a reasonable time is wholly depend-
ent upon the circumstances of the case; the nature
and adaptability of the new appliance, the degree of
superiority over the existing appliances, and the ex-
tent of the danger to be guarded against. That is, it
cannot be said that a railroad company is bound to
use the very best known appliances that mechanical
skill and ingenuity have been able to devise to pre-
vent the escape of fire. It is only bound to use rea-
sonable and ordinary diligence and care, and as a mat-
ter of law, reasonable and ordinary care is that de-
gree of care which a prudent man would exercise for
the protection of his property.
This is the fullest statement of the rule which has
been made in any late case, and represents the pres-
ent sentiments of most supreme courts upon thisques-
MODEKX CMC I.KiHTING SYSTEMS.
Whether one system of railway car lighting is less
or more expensive to install and maintain than an-
other system is not a question with which the edi-
torial department of this paper can properly concern
itself. We may e.vpress decided opinions as to the
scientific and mechanical features of a proposed
method for lighting cars, or as to whether such
method has elements of danger in it; but whether
any given system is cheaper or more expensive than
another actively competitive with it, is a question
outside of editorial investigation. It is to the adver-
tising pages that our readers must look foi' informa-
on such points, whether about car lighting or
any other item of i-ailway equipment or supply.
e may, however, in view of the showing miide by
i! the leading ear lighting concerns in our adver-
tising ]iages this month, take occasion to congratulate
the railways, the public and the ear lighting compa-
nies upon the great improvements made during the
last five years in lighting railway passenger trains.
The contrast between the nerve-wearing and sight-
destroying dimness of a car lighted with three or
four of the lamps with which the very best day
coaches and sleepers were furnished a few years ago,
and the soft clear radiance which in the evening fills
the modern coach equipped with the Frost, the
Pintsch or the Acme burners with a splendid bright-
ness, is very great and very enjoyable. The men who
devised these improvements, and who, by their en-
ergy and pluck, have conquered the "conservatism"
of railroad managers, deserve all the financial profit
that they have received or ever will receive from the
business, and the gratitude of the traveling public in
addition.
There is no longer any good excuse for poorly
lighted cars. The cost of equipment and maintain-
ance in the case of any one of the systems named is
comparatively low. Probably taking everything into
the account a good light costs no more than a poor
one. And the improved ear lighting systems are no
longer in the experimental stage. They have been
thoroughly tested and approved,
To attempt to make out that one or another of these
systems is dangerous or unsafe is useless. There is
no system of ear lighting in existence with which
ignorance or gross carelessness cannot make trouble,
aqd not one of the improved systems has any advant-
age- o\-ei- the others in this respect. But leaving out
til' ;■>'--, i,:,! II ~ (if malice, criminal carelessness or
i lilting to idiocy, all of these methods
_ I , L 1 ,1 w ay cars are perfectly safe. To con-
tiiiu,_ 111 iiiai.-,L to the contrary after the records which
they have made is childishly malicious. In adopting
compressed gas, carburetted air or improved lamps
i-ailroad managers will not increase the dangers of
travel. They will simply increase its comfort to an
important degree.
The demand for ample illumination in cars is posi-
tive and general. To add new cars to the equipment
of a road or to repair and refit cars without giving
them the best improved lighting devices is an error
in railroad management which not even poverty can
THE l-.VSTEST I,ON«: DISTAXI E Kl X — SOME
[■OINTS AHOIT THE EX<;|NE THAT ITI.I.ED
THE TKAIX.
What is undoubtedly the fastest long distance run
on record was that recently made by a special train
on the New York Central & Hudson River Railroad,
which on Sept. Uth covered the distance of 436i
miles from the Forty-second street station in New
York City to East Buftalo in 4;jS« min. This gives an
average speed of 5l)i miles an hour. But deducting
the time consumed in changing engines at Albany
and Syracuse, and the delay caused by a hot journal
at Fairport, i:i min. 36 sec. in all, the actual running
time was 425 min. 14 sec, corresponding to an average
speed of 6r."i() miles an hour.
The train, which was run for the accommodation
of some of the officials ol the road, consisted of three
cars, weighing 130 tons, and the engine and tender,
weighing about 100 tons. The engines, three of
which were used in making the trip, belong to the
Class I of the New York Central and are amongst the
finest as well as the heaviest eight wheelers in this
country. They wore built at the Schenectady Loco-
motive Works, Mr. Wm. Buchanan, superintendent
of motive power of the New York Central Railway,
specifying the leading dimensions, but leaving the
working out of the details to the builders.
The chief particulars of these engines arc as
follows:
...l«x-M i
..70 In. di
October, 1891
THE RAIL^VAY MASTER MECHANIC
147
Weight on drivers in worlsicjr c
Total weight in working order.
•Kngino 870 which pi
division has drivers 78 i:
stituted for the smaller ones, iis an experinent.
It is interesting to note how neat- the engines, espec-
ially the 870, were to doing the maximum work they
are capable of during this run. The road from Now
York to -Mbany is practically level, and was traveled
over at the rate of about a mile a minute. The re-
sistance at this speed is about :iO lbs. per ton; taking
the train, including engine and tender, as weighing
2.'iU tons gives a total resistance of 230 X 30= 6,900
19= X 24
lbs. The tractive force of engine 870 is
= 111 lbs. per lb. of M. E. P. Cutting off at 6 in. the
.M. E. P. would probably be about 65 lbs., making the
total tractive foi'ce 7,21.') lbs. or only .'Jlo lbs. in ex-
cess of the resistance. If the exigencies of traffic
i-ondered necessary the running of three car trains at
a very high rate of speed, it is evident that a consid-
erably lighter engine would suffice, for the coefficient
of adhesion, calculating on the 7,215 lbs. traction is
si),noo
= 11 -08. Although great weight on the drivers
will insure prompt starting with no slipping, yet if no
stops are to be made in 146 miles and an average
speed of 60 miles an hour maintained it would with-
out doubt be more economical to use some mechanical
device, such as a sand blast, to make sure of starting
i-eadily, and have less weight per wheel, than to em-
ploy an engine having 20,000 lbs. on a driver, a goodly
[iroportion of which is useless after the engine has
worked into speed.
NOTES OF THE MONTH.
Several railway cai*s of the American pattern and
heated with the latest and most improved Baker heat-
er's arc being built in this country for the Southeast-
ern Kailway of England. One swallow does not make
a summer, but such an order from an English railroad
indicates that there is a growing sentiment in that
country in favor of the American type of cars. If
such cars should become at all numerous a Held might
Ix; opened for several devices used in equipping our
cars, but not suitable for the British compartment
"carriages," and our supply concerns and inventors
may do well to be on the alert. Indeed, if Brother
Korney over seriously shows up the comparative
etliciency of English locomotives and those used here,
it may happen that cars of the American pattern will
1x5 hauled by engines of the American type on all the
railwavs of Great Britain.
We find that pneumatic lifts ai-e being put into sev-
eral railway shops. There is no question about the
superiority of this method of handling work at ma-
chine tools, car wheels and in almost all kinds of lift-
ing in shops. We have yet to hear of a single in-
stance where a properly constructed pneumatic lift
has failed to give perfect satisfaction. For light
work an air brake pump and small reservoir will sup-
ply enough power, but there are scores of railroad
shoi>s which should be equipped with an air com-
pressor and a lar?e reservoir for air at 70 or 80 lbs.
pressure.
The Philadelphia & Heading Railroad has recent-
ly inaugurated a school for its employes. The pur-
pose of the school is to instruct the employes in the
general art of railroading, by means of lectures by
men of experience in each department, and to make
the employes fully acquainted and conversant with
the rules and regulations of the company. This
school of instruction is the plan of Assistant (ieneral
.Su|icrintendenl M. F. Bonzano, and has been brought
alxiut after a long and careful study on his pait
;i.s t« the needs of the employes, and especially the
desirability of ac<iuainting the trainmen with the
rules and regulations governing the operation of
trains. The meetings are at present held each Sun-
day morning at 9 o'clock. The attendance of each
i>ni]iloye is not compulsory, but each one who attends
i-. registered, and in case of an accident caused by a
failure to comply with the rules of the company, those
who have not attended the meetings will not be per-
mitted to plead ignorance of the rules, and if they
are to blame no circumstance will excuse them. This
instruction school is conducted at present only at
Reading, and has met with llattering success, and it
is the intention of the company to establish other
similar schools at various points on its line, as soon as
practicable. Mr. Bonzano is very enthusiastic in
carrying on this work, and is a regular attendant of
they meetings.
The Great Northern road has ordered from the
Brooks Locomotive Works ten 20 x 24 twelve wheel-
ers designed for heavy freight service. All are fitted
with Krupp wheels and five of them will have Bel-
paire fire-boxes, the boxes of the remainder being of
the ordinary type.
A decision was recently given by the supreme court
of Alabama concerning the question of responsibilty
of a railway company for injury of employe while
working under a car. The decision is in substance as
follows: A railroad company, in putting a car on a
repair track, whereon are other cars, under which its
employes are at work, should, to prevent a collision,
e.xercise that degree of care which very careful and
prudent men exercise in their own affairs. An em-
ploye at work under a car, who was injured by a col-
lision between it and another car put onto the repair
track by means of a running switch, may recover if
the collision resulted from the engineer's negligence
in imparting too great a speed to the car in switch-
ing it into the repair track. In an action for the
injury, evidence that a one armed yardmaster acted
as brakemen on the car about to be moved onto the
repair track, and that, by reason of his physical in-
capacity, he was unable to fix the brake in time to
prevent the collision, warrants a verdict in plaint-
iff's favor, as it was yardmaster's duty to put a com-
petent and physically capable brakeman on the car
about to be removed. This decision was given in the
case of the Louisville & Nashville Railroad Company
V. Davis.
A miscroscope which will magnify 16,(10(1 diameters
will bo exhibited at the world's fair in 1893. It has
just been completed at Munich and embraces many
new and very ingenious features. The light for its
operation is produced by electricity, and is of 11,000
candle power at the focal point. To keep down the
intense heat necessarily caused at this point by such
a concentration of light rays a spray of fluid carbonic
acid falls upon the point. This spray issues from its
reservoir under a pressure of 23 atmospheres, and in
vaporizing at the focal point produces intense cold.
The power of the instrument with ordinary objectives
is 11,000 diameters.
The Vauclain compound locomotive built at the
Baldwin Works for the Western New York & Penn-
sylvania is now in service. It is of the consolidation
type with 13 and 21 x 26 in. cylinders. The drivers
are 48 in. in diameter. The total weight is 131,000
lbs. with ll."i,000 on drivers. It was run from .Jersey
City to Buffalo under steam and hauling heavy
freight trains. A careful test of its fuel consumption
was made on one division of the road over which it
was sent, and the average shown was over seven
pounds of water evaporated with one pound of fuel.
The performance of this locomotive on the Western
New York \- Pennsylvania has induced the Buffalo.
Rochester iV Pittsburgh management to have two of
the six 2(1 x 24 consolidation engines i-ecently ordered
from the Baldwin Works to be made compound. Care-
ful estimates made by the superintendent of motive
power of that roiul based on the performance of the
Western New York A: l'enn,sylvania engine in regu-
lar service show that even if a com])ound l(H-omotivc
costs— counting interest, depreciation and extra re-
palre — *200 annually more than a high pressure en-
gine, its superior economy in fuel will leave a net bal-
ance in its favor of several hundred dollars per year.
We understand that the Western New ^'ork & Penn-
sylvania compound is showing a saving of *2.') per cent,
in fuel. The records are based on the coal consumed
per ton of a<;tual load per mile and the comparison is
made with other engines doing the same work.
Concerning the general subject of joint inspection,
but specifically the point recently made by Mr. .fackson
in our columns as to wrecks being caused by ineffi-
cient or ignorant inspection, we would say that sucli
cause of wrecks would be difficult to prove, but if
some of the so-called inexplainable wrecks could be
explained they would probably be sifted down to imor
inspection. We will cite one instance alone as
showing the possibilities in this direction. A
passenger car which was being regularly run be-
tween Chicago and a point about one thousand miles
distant was, while being switched at the latter point,
derailed on a stub switch. It certainly must have re-
ceived some rough pulling to get it back on the track,
but when placed on the track the car was inspected
and pronounced "O. K." The car was put into a
train and came to Chicago all right and on time.
The inspector at Chicago noticed that the axle safety
guards showed considerable weai- . and also that one
side of the axle was worn very bright. The fore-
man's attention was called to this and he had the car
jacked up and the wheels removed. The wheels were
found to measure between the flanges on one side 4
ft. 4 7-16 in., and on the opposite side 4 ft. 6S in.
This is a mat ked variation from the standard of 4 ft.
51 in. How this car reached Chicago passing through
so many frogs and switches is really a mystery. It
came through on one of the through fast trains, and
had that train been wrecked an investigation into the
cause of the wreck would probably have revealed the
bent axle. We think that most railroad men will
agree with us that this bent axle would have been con-
sidered the result, and not the cause of the accident,
which latter would probably have been ascribed to
the track, or else some mysterious cause.
LOCOMOTIVE COALING STATION, 0. & W. M. Ry.
The accompanying views illustrate a kx-iiniodvc
coaling station recently erected for the Chicago &
West Michigan Railway at New Buffalo, Mich. The
plant was designed and built by the Link Belt Ma-
chinery Company, of Chicago, with the valuable co-
operation of .T. J. McVean, chief engineer of the rail-
road, and embodies several feature new to this
locality.
The conditions demanded at New Buffalo are the
coaling of some 5(1 or 75 locomotives consuming up-
wards of 100 tons daily, and the storage of a sufficient
amount of coal to guard against any deficiency in the
supply likely to be caused by heavy snow falls or other
causes. The coal is bituminous and is frequently in
pieces IS or 20 in. in size.
The storage is provided for by the bin shown on
the ground in the general view. The .bin is 1.30 ft.
long, 24 ft. wide and 16 ft. high. It is open on top
and. has sloping sides so steep that they are relieved
from much of the pressure of the 600 tons of coal
which the bin holds, permitting of a comparatively
light constructupn. The bottom of the bin is made
by short loose planks laid side by side resting on and
covering a conveyor box. The conveyor runs be.
neath thebin for its entire length, then rises at an
inclination of about 20 degrees for 80 ft. , and then
runs horizontally for 60 ft. above the small coaling
bins or chuteii. at the end of which latter the con-
veyor chain passes around the driving wheel and re-
turns over hewi. The conveyor, which is the dis-
tinctive feature of the plant, is of a kind which ban
become the standard throughout I'ennsylvania, and
forms the basis of the immense coal storage plants of
loo.O(K) lo l.lKMi.dOO tons each, recently built for the
large coal handling roads of the east. The coal is
drawn along in a smooth steel trough by peculiarly
curved scrapers attached to the Dodge cable chain,
the essential feature of which and the one which
makes it of all chains alone adapted for this work, is
the malleable iron wearing block interposed at each
articulation. The returning chain is brought back
over head on idlers.
The operation of the plant is briefly as follows: The
coal is shovele<l from the cars in which it arrives,
rdinarily directly to the conveyor at the bottom of
THE RAILV^AY MASTER MKCHANIC.
OcrciBRE, 1891
the incline. «liicl> cai-i-ies it up and deposits it in
one or the other of the chutes according to the posi-
tion of the conveniently operated discharge gates in
the bottom of the conveyor. One of our engravings
shows this portion of the conveyor, which is designed
to supply ten chutes on each side, those on one side
only having been as yet erected, however. By e-xtend-
ing the conveyor forty or more chutes could equally
well be used should the number of locomotives require
it. The chutes are of the well known Clifton form
and hold varying amounts of coal up to five tons.
They automatically and instantly deliver their con-
tents to the tender when the balanced apron shown on
the front is pulled down by the firemen. One of the
views shows the apron in this position and a locomo-
tive just receiving its load. At any time when the
coaling chutes are full, the coal from the cars instead
of being fed to the conveyor is shoveled into the stor-
age bin, from which it can be drawn by gravity (by
successively removing the bottom boards before refer-
red toi to the conveyor and carried to the chutes as
needed. The conveyor is driven by a single U in.
manilla rope, a form of power transmission which is
coming largely into use.
The conveyor fed to its full capacity will handle
about 120 tons per hour. The peculiar curving of the
the first to handle by continuous mechanical means
bituminous coal. The Link Belt Machinery Com-
pany have several other plants in preiiaration both in
Chicago and Philadelohia, and the many letters re-
ceived by *.hem show the wide interest felt by rail-
road men in this branch of work and the keen appre-
ciation of the need which plants similar to this one at
Xew Buffalo supply.
COMMUNICATIONS.
Joint Inspection— Another Eeply to Mr. Jackson's Letter.
Ci.EVELAN-n, O., September 14, IS'.il.
To Ihi- Editor of tin- Kailwav Master Mecliiinic:
I have been ^eatly interested and edified by the article
in your August issue on the subject of joint inspection,
written by Mr. A. A. Jackson. \Vhen I first glanced at the
heading and then at the signature, I prepared myself for
an article in which the subject would be discussed on a
basis of facts, as I hardly thought a gentleman with the
high reputation which Mr. Jackson has attained, would at^
tempt to discuss the merits or demerits of a subject which
he had not first personally investigated in its detail. Im-
agine, if you can, my disappointment in finding the strongest
argument that Mr. Jackson was able to use was deduced
from an unsatisfactory experience in connection with joint
agents and yardmasters, and not one argument was
For several years past the writer has paid much atten-
tion to the subject of car inspection, believing it to be of
vital importance in the operating of railroads; as an im-
proper system would not only greatly delay traffic, but sub
ject roads unjustly to a large amount of expense. The
■\\-inter's experience has satisfied him that but little^can be
said, as a result of actual experience, in favor of straight
inspection if the actual working of the straight inspection
is carefully analyzed in detail in its relation to setting back
of loaded cars, transferring freight and holding of loaded
cars while settling disputes. On the other hand my ex-
perience and study on the subject proves to me that there
are no true arguments in favor of straight inspection but
what hold equally good in favor of a properly organized
system of joint inspection ; and further than this, there
are many strong points in favor of joint inspection, which
the actual experience of the writer has shown. Unfortu-
nately there is an extensively prevailing idea among the
ofiicials of many roads, who have not looked into the details
of joint inspection, that its great object is to allow cars to
pass which would not pass under an ordinary straight in-
spection. This idea is utterly wrong and should be eradi-
cated from the mind of any who hold such an opinion. It
is a positive proof of an inefficient chief joint inspector, if
cars are allowed to pass an inspection point under joint in-
spection which would not pass such point under straight
With the present crowded condition of traffic and scarcity
of cars, where a common box car is worth from *:! to *.t a
I.OJO.MDTIVK
scrapers mentioned above makes it practically noise-
less and hence well suited for use in cities. The cost
of conveying the coal is considerably less than 1 cent
per ton, which makes the total cost of placing it on
the locomotive below K cents, about o cents per ton
being paid for shoveling it from the cars. * 'ould cars
with hoi)per bottoms be obtained, the total cost would
be reduced to about 2 cents per ton. At New Buffalo
with the new plant the services of two men working
at intervals during the day are required, the con-
tinuous work of three men night and being necessary
prior to the installation of this plant.
A numljer of plants similar to the one illustrated
have been ]iut in by the same company on roads
where the locomotives burn anthracite coal, some of
them providing in addition conveyors for the removal
of ashes from the clinker pit and for supplying sand
to the engines. The New Buffalo plant, however,
marks an era in thi.s branch of railroading as being
COALING STATION -CHICAGO .t WEST MICHIG
sented against joint inspection, which showed much of any
knowledge of the real article.
The discussion reminds me of a newspaper discussion the
writer had a number of years ago ^vith a well known mas-
ter mechanic on the comparative merits of engines equipped
with the extended smoke arch and those not so equipped.
The argument used by the master irechanic against the ex-
tension front was, that he had tried it on a number of en-
gines, and found it did not help prevent throwing cinders,
and he could not make steam, and his fire was cut all to
pieces. To some his experience seemed to settle the case,
but a further investigation revealed the secret of his lack
of success. In applying the extension front and the ex-
tended exhaust pipes, he had contracted the diameter of
his exhaust tips (double ones) to 2}{ or 2^^ in. on a 17x24
engine instead of enlarging them to 31^^ or even 3% in. as
was done by those who found the extension a benefit. Pos-
sibly even in the cases of joint agents and yardmasters,
which proved so unsatisfactorj- to Mr. Jackson, an organi-
zation on a different plan would have shown the difficulty
not in the principle, but in the organization.
AN RAILWAY.
day, it becomes a very serious matter to delay loaded or
empty cars while the foremen of two roads dispute as-to
some defect on the car, each one claiming he is right and
obstinately refusing to concede the point until the heads of
the departments of the roads in question are heard from, or
brought to the point from a distance to finally settle the
case. In a case like the above the freight would either be
delayed unduly or be transferred at an expense of from $1
to $4, not counting possible damage to the freight. Such
cases are of daily occurrence at many points where straight
inspection is in force, and are made very frequent and bit-
ter where each of the opposing inspectors thinks that he is
a little smarter than the others.
With straight inspection at one point on the road with
which the writer is connected, a string of fourteen cars were
refused by the connecting road's foreman, and set back
fourteen miles to the yard of the delivering line, and lay
there till the heads of the departments of both roads could
be got together, and agree between themselves as to tak-
ing the cars. The whole of the above setting back originat-
ed in a little jealousy between the foremen of the two roads.
THE RAIL^VAY MASTER MECHANIC.
The iutcntion of joint inspection is to iivoid suih fo<il-
ishness as mentioned just above, which occui-s to a gi-eater
or less degi-ee over and over again where straight inspec-
tion is in vogue.
Sti-aight inspection has one good point. The cai"s are
looked over carefully, and there is a fair assurance of good
running condition and safety to trainmen. This samecare
can be assured with joint inspection under a proper organ-
ization, with an efBcient chief joint inspector, it being a
matter of the efficiency of the men in either case.
One of the most Important features in freight traffic in
these days of sharp competition, is t-o absolutely avoid all
unnecessary delays and switching, and also to pi-event un-
nccessaiy transfer of freight.
I think all must agree U at straight inspection in general
never considers cither of the above features, and that if
weekly repui-t, someu liat in detail, '>!' cars carded, re-
paired, transferred or received on card together with Uie
material defects on such cai-s. This report enables a car
department official to know just what kind of an inspee-
liou is being carried on at such point and enables him to
correct in the proper manner any cases of violation of the
rules or bad judgment, and it will also enable the forming
of a fair opinion as to the efficiency of the chief joint in-
spector. Although these reports make some clerical work,
yet much saving will be effected at any large interchange
points by the use of such reports.
One other essential feature that should be looked after
at any joint inspection point where three or more roads are
concerned, is the choosing of an executive board or com-
mittee of three, selected fi-om the officei-s of the mechan-
ical departments of the roads in interest. This committee
LOCOMOTIVE COA
tliey are considered, but little can be dom- to avoid the dif-
ficulties unless some joint an-angemcnt for repairs is made.
With joint inspection carried on under the system laid
down by the committee of joint insiiection of the M. C. B.
Association the writer has demonstrated by a year's ex-
perience with it, that there is absoUitel v no setting back
of cars, and that thereby unnecessar>- smtching is avoided ;
and as all disputes are settled by one man who is on the
gi-ound, and also cars are transferred only by his order
after personal inspection, both the delays from disputes
and unnecessarj- transfers arc reduced to a minimum. For
example, at one jwint on a large trunk line where under
straight inspection they cut out for transfer an average of
•W) cai-s a week, under the M. C B. committee's joint in-
spection system they now average only five cars. It might
be asked what becomes of the cai> which would have been
cut out for transfer under the straight inspection. These
were all cars either under good judgment safe to run when
carded, or such as could ^vith slight repairs under load be
kept moving without transfer. One important feature in
connection with
of
nspection
to have the direct oversight of the chief joint inspector,
and to be tlic ones to whom any cases of seemingly wrong
decisions may be appealed, and upon their judgment the
chief inspector be upheld or corrected as to his future de-
cisions in similar cases.
Joint inspection will not in all localities make a reduc-
tion in expense of the total salaries for inspection, but in
most cases it will.
There arc in the knowledge of the writer some large
points where it has become of no avail on account of its be-
ing organized on an entirely wrong basis, the chief joint
inspector being a mere clerk with but little or no authority
over his inspectors, or being governed by this and that
order issued to him by the local foremen of the roads at in-
torest, 30 that his inspection is kept far from uniform be-
tween the roads. Tnifonnity of inspection is essential.
It is to be hoped that the committee to be appointed to pre-
sent a set of uniform interpretations of the M. C. B. rules
I to 5, with illustrations and definition of the extent to
which certain of the most common defects may exist and
I be considered safe to run, may help us all from the dilemma
iii.it iniiii.r:i ■. i!,,i\ [,,ii t.. , , ... i, ,,, , i r . , I hi; elustcr of road.s
'■'■"''■I'l'i^ ■'■ ' '. I"'' ■■■ ■■■■;iit. butmaybeex'
'•" ■'! "■' I -,i\ ing of thousands
of dulia.i-s .\ >_..; .> lu uv.i ludiwiiual lu.uls, and to the pre-
venting of .Mr. Jackson's being so out of joint on the ques-
tion of inspection and the M. C. B. rules'.
In rereading the article of Mr. Jackson's, 1 am a little
amused at the strong argument he uses himself, showing the
need of joint inspection where he says "Notwithstanding
the M. C. B. rules, or any possible rules, car inspection is
very largely a matter of personal judgment as to the pro-
bable and possible consequences of a defect. Men are
never alike. They are not cast in the same mold. They
do not see things alike." "However as they do not see
alike, there is a difference in jud;.'inent ami no rule can
change this while men arc men.' ^i,. ii i. : . •!,. . ase is i
not the part of good sense, not to I, , i _ ..r trans-
ferring of valuable freight to ih. ■ , , ni some
men whose only idea is to earn 4."m. I ,h ,i,, n ,i miaiih, and
keep their job, or in the hands of the furenien of two roads,
each gf whom is striving to get ahead of the other, but to
leave the settlement to one man of good judgment and ex-
pei-ience, whose abilities command from 75 to a 125 dollars
a month. As for me I prefer the judgment of the latter.
In conclusion let me urge upon all interested in this sub-
ject to carefully and considerately read the report of the
M O. B. joint inspection committee and then to try it them.
selves, as has been done with satisfaction by
Maxnin.;.
Fast Speeds and Strains in Parallel Bods.
west is not to be outdone, it recalls a trip made by Jay
Gould over the Chicago & Northwestern liailroad last
April, when a distance of S}.^ miles was covered in 5 min-
Cj Thinking it might be interesting to know how much
strain this speed put upon the parallel rods, the writer had
the curiosity to figure it out. The speed was 102 miles per
hour. Assuming that the engine had 73 in. drivers, and 24
ill. stroke, and computing the centrifugiU force by the
W R H-'
familiar formula ^ F, we have
2,933
Number of turns of drivers per minute .... 4ij5.
Centrifugal force, (ir^l, fi = I,) T.i.
Fractions being omitted, both the number of turns and the
centrifugal force are over, rather than under, the figures
given. Neither has any allowance been made for the slip-
ping u hich occurs at high speeds.
Bu. Jur every pound weight of the parallel rod, there was
a lateral stress ujtou it of 73 lbs., alternating over 15 times
each second, at these figures! Actually, it was still greater
If the rod weighed 150 lbs., it was sprung upwards and
downwards over 15 times per second by a force of 10,950
lbs., if no allowance be made for the proportion of It borne
directly by the crank pins.
Assuming the cylinder diameter to be IS in., and the M.
K. I*. 50 lbs., the pressure upon the piston would be Ifi,20t)
llis. only a little more than one-half greater than the lat
-ral strain on the rods; or the strain would be equal to a
M, I-:. P. of nearly 34 lbs.
,\neut the •Hammer Blow." Suppose the weight on
' :i' 1 1 dm 11 I iir ii..(i(HHbs. ; it would Only require a coun-
--'M lbs. of reciprocating parts, to be
I I 1' rbalance for the revolving parts, to
^^ h ;:■ hi 1:1 1 : ,. > Mu weight on the wheel into which it was
introduced. Il would then vary in its pressure upon the
track from nothing to 32,000 lbs., seven and a half times pe
second.
It would seem from this showing, that no more than
what has been already accomplished can be expected in the
way of speed from engines of the designs now in vogue.
As the disturbances arising from centrifugal force vary in
amount as the square of the number of revolutions, and
directly as the weight and radius of the crank orbit, it Is
evident that a larger diameter of driver is called for, if
there are no objections to it in other directions. Large
diameters had a trial years ago, and were unsatisfactory
but they were out of proportion to the power applied to
them. In those days few, if any, trains ran more than 3o
miles without a stop, and a small driver was almost a
necessity to enable the engine to get the train under head-
way quickly. But in these days days of large cylinders,
high boiler pressxires, and runs of 75 or 100 miles without a
stop, the conditions have changed, and it is more than
likely that th2 diameter of drivers will be increased.
But with the ordinary locomotive, the attainment of high
speeds entails a tremendous strain, not only upon the roll-
ing stock, but upon the roadbed as .well; and it is by no
means unlikely that the solution of the high speed problem
THE RAIL^WAY MASTER MECHANIC.
October, 1891
lies in the line of the employment of electricity as a motive
power. An electric motor is in perfect balance, and by its
employment the most serious objection to the steam locomo-
tive is at once obviated. The satisfaction with which elec-
tricity i9 now used for the propulsion of street cars would
seem to indicate that it is only a question of time when it
will be made to outdo the utmost efforts of steam.
A Chance for the Franklin Institnte.
Phil.vdei.puia, Pa., September 14. 1S91.
To the Editor of The Kailway Master Mechanic :
On page 129 of your September issue you state that on
the "new decapod" engines on the B. & M. R. Ky. is a
"departure from the usual practice," etc., etc. I think it
your duty to have this departure brought before the Frank-
lin Institute of this city, which, without doubt, will jump
»t the chance of awarding an Elliott Cresson gold medal
ands corrugated" a
road, and of the shop where the
valve motion of the Romans engin
the rock-shaft being set about as i
as on the old Sivinburne engines,
lete Gooch. or suspension, link.
5 Mr. Bates says,
Formnlas for Calcnlating Pressures— An Inquiry Answered
Concerning Prof. Wood's Book on Compound Locomo-
To the Editor of the Railway Master Mechanic :
On page 12 of "Compound Jjocomotives," by Prof-
Woods, the formula given for mean pressure is
[It seemed proper to refer the foreging inquiry to the
I author of "Compound Locomotives," who kindly sends us
I the following response :]
To the Editor of the Railway Master Mechanic;
The formula for correction applicable to formula (1) is
a: = k(pi-j>m) (3)
in which k = clearance represented as a fraction of the
piston displacement, pi = absolute initial pressure, pm =
mean pressure by (1), using the actual ratio of expansion
r, and x = correction in pounds to be subtracted from pm..
Or, letting p'rn ;= corrected mean pressure,
p'm = pm — k(jn — pm) (4)
The same value for p'm may be obtained by using formula
(2) of the book,
hyp. log. r
in which pm = me;
itial pressure, and ■
absolute pressure, p = absolute
rratio'of expansion.
vhich gives the mean pressure during expansion.
1 r"— 1
Then p'm = pi X }-p"mx
n which r* = <(pparCTi( ratio of expansion.
For example, let pi = 100; fe = O'l; r* = .3. '
loss. By formula ri)—
p'm = 100 X — + t'i«-5 X — = VS-fi.
Very truly youi-s,
The executive committee of the M. C. B. Associa-
on has made an announcement in relation to the
j gauges and limits for the standard M. C. B. coupler,
ich is as followa:
u fulfilling the duties assigned to the executive
LOCOMOTIVE COALING STATION-CHICAGO & WEST MICHIGAN RAILWAY.
for said departure. It is just "panting" for chances to re-
ward any " marked departure from the us
Early Locomotive Building in the West.
To llie Kililor ot The Railway Master Mechanic:
BUFF.VLO, N. Y., Sept. 3, 1891.
If Mr. Bates will read over what the writer had to offer
about locomotive building in Milwaukee he will see that the
"Menomonee" only was averred to have been built from
draughts of the Portland engine. It was wholly unlike any
of the others in design, and if the writer is not mistaken is
the only inside connected engine which has been built in
the west. The statement was that it was built from draw-
ings Mr. Waters made from an engine in the Portland shop-
and to this Mr. Bates bears witness, saying that he remem-
bers when the drawings were made.
Mr. Bates is doubtless right in his other statements, and
Actual
corrected for
1+fc
•lear.1
clearance
expressed (page 23) by formula , where k
n+k
in per cent, of the piston displacement, and n = 1 -r- ap-
parent ratio of expansion. Prof. Woods goes on to say
that *'in making calculations the actual ratio of expansion
should of course be used, but formula (1) will not then
give correct results, as by it the mean pressure between g
and c (diagram Pig. 5, page 24) is found, and not that be-
tween a and c and a correction must therefore be made."
How is the correction made which will enable me by the
use of formula (1) to calculate mean pressure during stroke,
or from */ to c, Pig. 5, taking account of clearance by using
corrected value of ri
If you would kindly answer the above question for me I
should be verj- gi'eatly obliged.
'C =5 ■- Q
by the association in regard to gauges and
limits for the standard contour and measurements of
the M. C. B. automatic coupler, when new, the com-
mittee has carefully reconsidered the whole question
since the discussion on its report to the convention in
.June, and in view of this discussion and the action of
the convention upon its report, the committee believes
THE RAILVSTAY MASTER MECHANIC.
icul for the limits of rectiliuear
II in table with Fig. :!, as these
mea-sured in numerous ways by
e best available,
ommittee has made ai'i-angemenls
Whitney Company, of Hartford,
measm-in;; instni
measurement giv
distances may h
whatever means i
The e.Keeutive
with the Pratt .>
Conn., to furnish an
that every set furnished -ill be like e °ery olher'set
and proved by nuuster gauges provided and held by
the Pratt & Whitney Company for that purpose,^
duplicate set of which master gauges will be filed in
I the ottice of the secretary of the association for use in
settling any questions in disjiute about the accuracy
of gauges. The frames of the gauges will be made of
the best quality of gray iron, with plain lettering, as
shown on the cuts, and the gauging points will be of
hardened tool steel.
The price of the gaiifros will be *:r> per set at liart-
foril, prinirlinL' Hint a^ ih.in.v lis lifty sets are ordered
'" '"l^'i"'' ' '■ r of sets ordered will en-
■'''''■ 'li'iii ■'■ II .1 I in the first lot the price
"■'" '"■ I" I" ' ■ - '■>■ *:n-;'jO per set. Parties
who wish to proeiuu sets of these gauges should there-
fore pli.ce orders with the Pratt & Whitney Company
at an early date, and if they prefer to do so, they can
make the order conditional on the price not exceed-
ing *3.) per set, in which case the necessary fixtures,
itc, for making these gauges properly will not
pared by the Pratt & Whitney Company until
tools
for
hand.
that it is the desire of the association to have it act
under the instructions of the convention of ISiK). and
to make arrangements whereby all parties interested
may t« able to procure sets of gauges so that all sets
will be alike, which can be used to determine whether
any and all new couplers of this type are near enough
to the standard contour established by the association
to insure proper coupling with one another, in so far
as it can 1x3 insured by close adherence to the stand-
ard contour, and also to establish limits of variation
foi- such of the standard rectilinear measurements of
the coupler, only, as will promote the interchange-
ability of couplers in place upon cars.
The committee therefore announce the granges
shown in Figs. 1 and 2 for the contour line, and thick-
ness of knuckle, respectively, with the limits of varia-
tion allowed by these gauges, and it also announces
the limits for the standard rectilinear measurements,
as given in the table with Fig. 3.
The gauge for new couplers shown in Fig. 1 is an-
nounced in lieu of the gauge proposed in the commit-
tee's report to the association, because it provides
means for gauging the contour lines, excepting the
thickness of the knuckle, at points throughout the
whole essential extent of the standard form of eon-
tour, and it controls the variation in both directions
fi'om the standard, whereas the gauge proposed in
the rejiort was only a minimum gauge for a portion of
the standard contour-, and its use would involve
numerous measurements at dilTcrent hights for the
maximum variation, instead of gauging for both
li.uiU. The ligurcs shown for the variation allowed
with this gauge on Fig. 1 are the same as those recom-
mended in the report at the same points, and the ad-
ditional point on the back of the knuckle is allowed
to vary the same as was recommended at the guard
The gauge for new knuckles, shown in Fig. 2, is
announced as a proper gauge for knuckles allowing
1-16 inch variation each way from the standard di-
mension of 3 inches, instead of 1-16 inch one way only,
as recommended in the report, because it is thought
desirable to allow more than l-l(i inch variation,
on account partly of the necessary taper in cast
knuckles.
The limits shown in table with Fig. 3 are an-
nounced as proper limits of variation for the standard
rectilinear measurements, which are the same as the
limits recommended in the report, except that the
standard distance A of 2 inches is included herein
with an allowable variation of 1-lfi inch each way, and
the cross section D is allowed to vary I-IB inch each
way from the standard measurement of 5 inches, in-
stead of only l-Ki inch one way, as recommended in
the report. The executive committee considers it in-
expedient to announce limits of variation for dimen-
sions which are not standard, but which were men-
tioned in the report, becavise the convention ordered
that a committee be appointed to report next .June on
any new standard measurements and limits which
may be desirable in connection with the coupler. It
is also considered undesirable to provide any specific
Committees of the M.
The executive committee of the Master Car b,.!'. )-
ers" Association has arranged the following subjects,
and committees to report upon them in June, 1892:
1. Jiilnt I)i«pec(i<i/i.— Prepare a supplementai-v set of
nterpretations an.l illustrations of the rules o"f inter-
chauL'i-; .oinmitt,-.' ; A .M Wain, H (' McCarty, F. D.
A'I'i'i - \^ii '.ai--,'_ .1..^,,,', T".'. !:- imI, .1. T. Chamber-
-Keview the
^ aJHl Ji.hn i-'lavL-r.
-Keport upon the relative
L'id bolsters, and upon the
apared with the prevalent
aimittce: G. F. Wilson, W.
ir SUiiithirds inidLlmlls.
Its, and whether
are desirable as
its of variation to
Fox pressu.i
forms of fi',
'. ^i <n II, I , , ,,,„ ,if Piisaenyer
j7' ■/""■ ' ' -' hc-ral proRress and
ai ' I I I <i pr-csent drawings
'" I I ' . .!, of train pipe, and
1" I - I] : for a uuion be-
'^1 ;•' "f coupling may
iia^M.lH riiM.M.; ,i'.| .HM.'JaT - •, I i^t i 1 utcd lU ItS plaCC J
ommmoo: .1. .N. liiuf, .1. (_. Barlior, W. H. Lewis, T. A.
Jissull and J . W . Alardeu.
7. Steel Tired Cm- ir/ieels.— Report upon relative merits
ught centers, and of plate centers
• oe: R. E, MarshaU, J. O.
of solid (
bolted to hubs and I
Pattce and C. H. Cory.
S. Wlieel Ouiiriintee.— Consider the communication
from the Wheel Munufacturei-s' Association, read at last
••oiirention, ;ind rojvort with rct-ommendations : committee :-
.1, ,1 H.^MTi.^ssny. -n K,s Sath.-rland.
I' >'-' /■'"'( ' M.'i\ni,ie Irim In Cur CuiMnic
'■ I I r stake pockets, and a me-
lii irs. Also rocomcend stand
ai'is ' I - 1,1. 1 ].: ,1 I. ,11], showing one for iron tran-
uns. Drawings and models
nittce: Wm. Forsyth, John
■cumpaay Uicicpurl; con
kunzic, K. D. Uronner.
Stiitiddrds i-f the Assiu
already adopted by "
nua.sures are expedient to secure their general adop-
iiid use; Committee. It. H. Soule, E. Chamberlain,
VI ni, .M.Wood.
/ / MeUi I ftn- Briilce Slvcs.—G. W. Rhodes, E. B. Wall,
C.cu, Cibbs.
The Buffalo, Rochester & Pittsburgh has ordered
eight locomotives from the Baldwin Works. Six of
these are to be consolidations, 20 x 24 cylinders, with
a minimum weight of 116,000 lbs., ready for work,
with 103.000 on drivers. The actual weight will be
about 120,000. Two of the six are to t» compounds
of the Vauclain type. The remaining two of the
eight are to be eightrwheelers for passenger service.
TH£: RAILV^AY MASTER MECHANIC.
.^
THE COLUMBIAN EXPOSITION— THE SCOPE AND THE
FACILITIES OF THE TBANSPOKTATION DEPART-
MENT.
For the tii'st time in the history of world's fair,
it has tjeen decided to give the science of transporta-
tion, in its broadest meaning, that attention to which
its importance entitles it. The development of modern
transportation has been so recent and so rapid that its
significance has hardlj- been understood. .Already its
early history is in many instances fading away or
utterly lost. .Judged by their i-elations to the every-
day life of the world, no other industry surpasses it in
utility, or equals it as a power in the progress of civ-
ilization. Considered from the standpoint of the
amount of capital invested it overshadows every other
industry. Prof. Arthur T. Hadley, of Yale College,
says:
"The railroads of the world are to-day worth from
twenty-five to thirty thou.sand million of dollars. This
MBIAN EXPOSITION— TRANSPORTATION BUILDIN
interest of historical accuracy and the preservation
of important relics which are now daily passing away,
the attention of the Department of Transportation
Exhibits may be called, by its friends in all parts of
the world, to exhibits of this kind which may and
ought to be secured.
The development of water craft from the crndest
forms to the modern ocean steamship; of wheeled
vehicles from the first inception of the idea of the
wheel to their present seeming perfection; and of that
greatest of all means of transportation — the railway —
will also be further illustrated by Eiccurate models,
drawings, plans and designs ij cases where the actual
apparatus, appliance or machine itself cannot be ex-
hibited.
It is the desire of this department to keep the his-
torical feature clearly in view and even to magnify it.
By so doing the greatest exhibition of the actual
means of transportation employed throughout the
G— Fhoxt Elevation.
in addition to the object lesson, there will be a gath-
ering of plans, designs, blanks, reports, monographs,
literature, and everything appertaining in any way to
"methods of abridging distance'' such as has never
been made before, and such as must have an appreci-
able effect upon future growth and development.
The tendency of such collections and the inevitable
com])arisons resulting, is to bring the lowest up to
the level of the best, and to stimulate to an extraor-
dinary degi-ee both the adoption of the most improved
methods and the invention of new means.
The R.mlway Exhibit.— A space of over eight
acres is devoted to this interest. The plan adopted
provides for the best possible utilization of space.
Exhibitors will have every opportunity for showing
their appliances and devices to the best advantage.
As far as possible arrangements should be made by
joint agreement for showing everything in its proper
))lace and relations. Locomotive appliances can best
WORLDS COLUMBIAJS EXPOSITION-l K V\SI
probably represents one-tenth of the total wealth of
civilized nations, and one-quartei if not one thud of
their invested capital. It is doubtful whethei the ag
gregate plant used in all manufacturing industries
can equal it in value. The capital engaged in banking
is a trifle beside it. The world's whole stock of money
of every kind — gold, silver and paper — would purchase
only a "third of its railroads."
If to the railroads we add the shipping of the world
and all means of conveyance on common roads, the
magnitude of the interests rejjresented in this depart-
ment of the World's Columbian Exposition may bo
fairly estimated.
PLAN AND SCOPE.
It is the intent of this department that it shall fully
and fairly present the origin, growth and develop-
ment of the various methods of transportation used in
all ages and in all parts of the world. As far as pos-
sible the means and apjjliancesof barbai-ous and semi-
civilized tribes will lie shown by specimen vehicles,
trappings and crafts. Past history will be illustrated
by relics of the earlier days. It is hoped that in the
world to-day will stand out in high lelief bj contiast
and the wondeiful achievements of lecent yeais will
bear more weighty testimony to the genius of the age
in which we live.
The classification which is presented herewith is
intended to be i-easonably full and complete, but not
to enumerate by name all possible or probable kinds
of exhibits. A careful perusal of it will prove sug-
gestive and helpful to intending exhibitors. It may
seem to include some things which it is difficult to
show in an exhibition of this kind, but the object
kept in view is to make so complete an exposition of
the methods and means employed in every branch of
the business of transportation, that the earnest stu-
dent of the science may here find everything at his
hand, without encountering the difficulties which
now beset and environ such study and investigation.
A grand object lesson will be presented so clearly and
impressively that a child may learn in hours and days
what would otherwise require months and years. But
be shown on locomotives and the appui tenances and
fuinishingb of cars on cais Specimens of standard
permanent way will afford opportunity for showing
track materials, tools and all that appertains thereto
in the best possible manner. It is believed that nearly
all of the establishments engaged in locomotive, car
and bridge building, will be represented. A large
number of the leading railways of the world will also
make exhibits of their standard roadbed, track and
equipment. The opportunity thus offered for joint
action is almost unlimited and by proper placarding
where necessary every exhibit may be given proper
prominence. European railway appliances and
machinery have never been exhibited on any
large scale alongside those used in America. It
is hoped that the undoubted influence of this
exposition upon railway development in the fu-
ture great markets of the world for railway mater-
ial, will be sufficiently appreciated, to bring out the
desired comparison on a large scale. Abundant and
r
:'--:ni::n::;n;;;@;-;n:;:n:-;n;;;n:;:n
n:iin::;n::in:;:o
n:i:n:;in
WORLD'S COLUMBIAN EXPOSITION— TRANSPORTATION BUILDING— Plan op Gallery Flock.
1891
THE RAILV/AY MASTER MECHANIC.
i-hoiue si)aco has teen Uusignated and i-is.-iviil fur
foreign countiies: and every possible facility will rio
afforded foreign exhibitors.
Intramural Transit.— Street Railways,— sur-
face, underground and elevated, are to be shown vci-y
completely in this department. Everything relating to
their permanent way and equipment is here included
— with the single e.xception that electric motors must
be shown in the Department of i'Uectricity. Cars and
other supplies for elecuic roads belong in this de
partment— a division which, while seeming to bo
arbitrary, is evidently necessary.
Carriages and Other Vehicles for Comiion
Roads. — A large portion of the floor space of the
transportation building i>i-oper, will be devoted to
thi; display. Included in it, it is hoped to show, with
heretofore unequaled completeness, all of the char-
acteristic forms and types of wheeled vehicles, ex-
cept those used on railways. The classification is to
be closely maintained and exhibits of this nature
from all countries are to be shown together, so that
the most interesting and instructive comparisons
ings of all kinils arc here pi'ovided for. Uilicr
vehicles and conveyances, such as those used on snow
and those employing human muscle as the motive
power are also included in this classilication.
Bicycles. -This most recent of all road vehicles
will receive the attention to which its unequalled pop-
larity and rajiidly increasing use entitles it. No
maker of '-cycles" of any importance in the world,
can atTord to miss the greatest opportunity ever
offered to place bis wares advantageously before bull-
ions of possible purchasers.
Aerial. Tneumatic, Ktc. — Transportation
through the air and by means of air are yet in a com-
paratively undeveloped condition. Whatever is
worthy in past achievements, may here appear; and
whatever there is of present success or future prom-
ise. Whether or not this realm is ever conquered by
human ingenuity, the subject will always be a fasci-
nating one.
Marine Transportation.— Every known method
of transportation on water may be shown in this
division. Small craft of all kinds may be exhibited
In full size — vessels from the nature of the case, must
be shown by models. For fuller illustration, draw-
ings, plans and paintings will be shown. Principal
tion will he given to the merchant marine. The
igation of the inland waters of the world, espe-
cuuiy uie gnat lakes and nvers will duuljtless i)e
illustrated mure fully than in any previous exposi-
tion. The classilication provides, also, for everything
of interest connected in any way with the subject of
navigation. \^ Ihr truvfiiini.iil uf the United States
will iimke it> na\al .li-phu in cuim.ciion with its own
building, ihr .rupr,,! ,;,,„,,, -., d.vuted to vessels of
war is sonirwluU liinilud. I'uicign governments,
builders of such vessels throughout the world and
manufacturers of naval supplies, are invited to ex-
hibit, and are assured of every consideration. The
separate exhibit of the United SlaU-s government will
not prevent a representation of its naval history and
its present plans by moans of models, etc., in this
department.
THE BCILDI.NC.
The building foi- the displav of Iransijortalion ex-
hibits is eligibly located on the western bank of the
large lagoon surrounding the beautiful A'ooded
island which occupies nearly the center of
the exposition. It is near the main en-
trance to the grounds and convenient of
for those arriving by all routes. The
building is sui-mounted by a cupola reaching a height
of 165 ft. Eight elevators will run from the center of
the main floor to balconies surrounding the cupola at
heights of 11.") and 128 ft. The view from this obser-
vatory will be beautiful in the extreme, a d will give
visitors an excellent comprehension of the whole
plan of the exposition grounds at a glance.
The architects uf the building are Messrs. Adler ,t
Sullivan of ('liicagu who are well known as the arcbi
WORLD'S COLUMBIAN EXPOSITION— TUAXSPORTATION BUILDIXG— I'l \\ ■■! NUiv vsn .\n-xex Fi.oou
154
THE RAIL^VAY MASTKR MECHi^ NIC.
Oo
tects of the Auditorium and other ^'reat building's
Its general architectural treatment is simple, but with
exceedingly rich and elegant details. The main en-
trance will consist of an immense arch, decorated
with carvings, bas-reliefs and mural paintings. It will
be treated entirely in gold leaf and will be known as
"the golden door". Numerous minor entrances are
provided, as shown in the plans, and with them are
grouped terraces, seats, drinking fountains and stat-
ues. The interior of the building is treated much
after the manner of a Roman basilica with broad
nave and aisles. The roof is in three divisions: the
middle one rising much higher than the others and
its walls pierced to form a beautiful arcaded clere-
story.
The main building covers a space of 960 ft. in length
by 25U ft. deep — but sis shown in the plans the main floor
includes nearly nine acres of additional space under
roof. The total floor space, including the entresol, is
nearly seventeen acres. A 7.5 ft. transfer table will
traverse the annex, along the western line of the
main building. Railway tracks will be laid in the an-
nex at right angles to the transfer table. The heav-
iest locomotives and cars can be run direct from the
installation track, which runs alongside the southern
end of the building, upon the transfer table which
will take them to their proper track inside the build-
ing. The length of these tracks is such that an entire
train can be shown connected as when in actual use.
When installation of heavy exhibits has been com-
pleted, the pit of the transfer table will be floored
over. The annex will open into the main building in
such a manner as to afford long and striking vistas
down the main avenues and aisles.
INFOR\L\TION FOB EXHIBITORS.
Space. — Blank applications for space and copies of
the rules and regulations of the exposition, may be
had by writing to or calling at the office of the Di-
rector General. There is no charge for space.
Power. — A limited amount of power (electric or
compressed air) will be furnished free of charge.
Tr.\xsportatiox Rates.— The principal railway
and steamship lines of the United States have agreed
to charge the regular full rate on all exhibits going
to the Exposition, but to return the same, if unsold,
free of charge. Some lines have agreed to charge
half rate each way.
Awards.— The following extract from the adopted
report of the Committee on Awards of the World's
Columbian Exposition fully explains the subject:
"The committee recommend that awards shall be
granted upon speciSc points of excellence or advance-
ment, formulated in words by a board of judges or ex-
aminers, who shall be competent experts: and the
evidence of these awards shall be parchment certifi-
cates, accompanied by bronze medals.
"The awards of these boards of judges or examin-
ers will thus constitute an enduring and historical re-
cord of development and progress as represented fcy
the exhibits in question: the parchment certificate
will, by sufficient terms of identification, evidence
the award, and the bronze medal will serve to the ex-
hibitor as an enduring memento of his success. Those
exhibits which in the opinion of the juries and exam-
iners do not poss sessufficient excellence or intrinsic
development to warrant awards, will simply be sched-
uled in the general catalogue of the exposition. * *
* « « « » jj jg recommended that there should
be but one class or kind of medal: that they shoOld
be made of bronze: that they should be works of art
and selected from competitive tests by the Committee
on Fine Arts of the Commission, or the .loint Com-
mittees on Fine Arts of the Commission and the Local
Directory, if that should seem more desirable. * *
« » ♦ » « The awards and the appointment of all
judges and examiners for the exposition, by the ex-
press terms of the sixth section of the act of con-
gress, approved April 2.j, 1890, fall within theexclu
bive jurisdiction of the Commission."
-Mr. Willard .V. .Smith, chief of this department,
will be glad to furnish any information concerning
this important iiortioii of the Worlds' Columbian Ex-
position.
For ready reference f-e classification of exhibits
is herewith preaenleu
Depart iiient U.
TRAXSPORTATIOX — RAILWAYS. VESSELS,
VEHICLES.
R.ULWAYS: RAILWAY PLANT AND EQtnPMENT. IJ
Class iSO—Sailway Construction and Maintenance.
Maps, profiles, etc. Grading, track laying and bal-
lasting machinery. Samples of standard permanent
way. Systems of drainage. Ballast, culverts, ties,
methods of preserving ties. Rails, rail fastenings,
frogs, crossings, switches, etc. Cattle guards, railway
bridges, trestles, viaducts, with models and drawings.
Tunneling, with machinery, models, maps. Methods
of constructing, lighting and ventilating tunnels.
Turntables and transfer tables. Water supply and
machinery and fixtures used by railroads in connec-
tion therewith. Track tools. Systems of mainte-
nance. Snow sheds and other protection against
snow. General plans, elevations and models of sta-
tions and other railroad structures.
Class 500 -Railway Equipment.
Locomotives for passenger and freight service.
Locomotive appliances— headlights, bells, whistles,
brake valves and apparatus, etc. Plans, drawings
and photographs of locomotives and locomotive shops
Passenger Cars.— Mail, baggage and express,
coaches, drawing room, parlor, dining, officers and
private cars, etc. Passenger car furnishings and
appliances.
Freight Cars.— Box, caboose, stock, horse, milk, re-
frigerator and other varieties.
Working Cars.— Sweeping, ditching, wrecking, etc.;
snow plows; hand, inspection, push and velocipede
cars; baggage barrows and trucks. Freight car appli-
ances of all descriptions. Plans, drawings and photo-
graphs of cars and car works.
Class SOI. Rxilway Operation.
Purchasing Department.— Methods of purchasing,
)ring and distributing material and disposition of
condemned material. Railway stationery.
Mechanical Department.— Organization. Records,
plans and management of shops. Devices for coaling
locomotives, etc. Testing laboratories. Machines,
apparatus and methods of testing.
General Train Management.— Dispatching, signal-
ling, etc. Speed indicators and recorders. Inter-
locking switches and signals, block systems, etc.
Crossing protection by gates, signals, etc. Wrecking
tools and appliances. Plans of yards and methods of
storing, cleaning and keeping cars. Car interchange
and inspection. Systems of accounting, records,
tracers.
Railway Employes. — Methods of testing for color-
blindness, etc. Uniforms; organizations, etc. Rail-
way sanitation and surgery, and appliances used
therein.
Class S02, Railway Management.
Legal Department. Treasury and accounting de-
partments. Passenger department — advertising,
tickets, ticket cases, punches, baggage checks, etc.
Freight department— methods of rate making, soli-
citing, handling, billing, etc.; plans, arrangements,
and appliances for handling and housing freight;
freight handling machinery; track scales; apparatus
for transferring grain from car to car. Traffic asso-
ications, their objects, methods, etc.
Class SOS, History and Statistics.
E.xemplified by exhibits of old locomotives,
cars, track material and other relics. Rail-
way law and legislation. Railway technical engineer-
ing and mechanical associations. Railway literature.
GROUP 81.
STREET CAR AND OTHER SHORT LINE SYSTEMS.
Class SO.I, Cable Roads and Cars.
Consti-uction, equipment, method of operation.
Grips and other api)l lances.
Class SUS, Electric Railway Cars.
Systems of track construction; equipment and sup-
plies for electric roads. Methods of operation. Ap-
liances and furnishings.
Class SOC, Cars for Street Railways or Tramways.
Operated by horse power or other means of propul-
sion not specified. Construction Equipment and supt
plies. Methods of operation.
Class 50?, Elevated and Underground Railways.
Plans, models and maps showing systems of con-
struction. Systems of operation and maintenance.
UROI7F 82.
MISCELLANEOUS A.ND SPECIAL RAILWAYS.
Class oOS. Mountain Railways. Spirals, switch-
backs, rack rails and all systems for climbing inclines.
Ship railways. Multiple Speed Railways (moving
platforms and sidewalks). Gravity roads. Sliding rail-
ways. Plans, profiles, drawings, photographs and
models.
GROUP 83.
VEHICLES AND METHODS OF TRANSPORTATION ON
COMMON ROADS.
Class 309. Hand-barrows, wheel-barrows, trunk and
barrel trucks.
Class 510. Carts, trucks, drays, farm wagons, garden
truck wagons.
Class 511. — Freight wagons and other heavy wagons
for special purposes, beer wagons, express wagons,
wagons for moving heavy objects, as timbers, stone,
iron, etc.; sprinkling carts, (for fire engines and lad-
der trucks, see Group 70.)
Class 512. Large wagons for pleasure parties, picnic
parties and excursions, "breaks,'' "barges," wagon-
ettes, etc.
Class 513. Omnibuses, herdlcs, cabs, hansoms, etc.
Class 5U. Drags, Concord leather spring coaches,
mud wagons for mail, expi'ess and passenger service.
Class 515. Pleasure carriages, coaches, Victorias,
Broughams, dog carts, etc.
Class 510. Light pleasure carriages, buggies,phae-
tons, etc., trotting wagons and sulkies.
Class 517. Sleighs, sleds, cutters, toboggans, snow
shoes, etc.
Class 5 IS, Steam and electric carriages and all
vehicles for carrying passengers on common roads
operated by other than horse power.
Class 519, Ambulances for special purposes— for the
sick and injured. Hearses.
Class 520, Bicycles, tricycles and the appurtenances.
Class 521, Rolling chairs for Invalids and others,
baby carriages, etc.
Glass 522, Wagon and carriage woodwork, hardware
and fittings.
Class 523, Harness, saddlery, robes, whips and .icces-
sories of the stable.
GROUP 84.
AERIAL, PNELTVIATIC AND OTHER FORMS OP TRANS-
PORTATION.
Class 524, Transportation of letters and parcels in
pneumatic tubes.
Class 525, Shop fittings for the transportation of
parcels and money.
Class 526, Balloon transportation and captive bal-
loons for obsei-vation and experiment.
Class 527, Passenger elevators and lifts.
Class 528, Sailing Vessels and SoaU:.
Sailing vessels used In commerce; pilot boats,
fishing vessels, sailing yachts, ice boats, ship's boats,
pleasure boats, canoes, and small boats of all kinds
propelled by sails, cars or paddles; models, designs'
drawings, descriptions, specifications, photographs,
paintings, etc.
Class 529, Steamships and all Vessels Propelled by
Steam, Electncity or Motive Power other than Sails,
Oars or Paddles.
Ocean steamships; coasting, lake and river.
steamers. Tank steamers, cable steamers, steam
pilot vessels, steam fishing vessels; steam fire,
police, and patrol boats; steam schooners, towboats,
steam yachts, steam launches, naptha launches, ves-
sels designed for jet propulsion or to be propelled by
unusual device. Models, designs, etc.
Class 530, Vessels, Boats and Floating Structures for
Special Purposes.
Docks and other receptacles for vessels, and
tructures used for docking or hauling out
essels or boats. Transports for carrying rail-
October, 1891
THE RAIL^VAY MASTER MECHANIC.
way ti-ains or cai-s: barges, canal boats, coal rafts and
coal boxes; water boats, dredges, floating derricks,
elevators, etc., dry docks and marine railways. Mod-
els, designs, drawings, etc.
C'luas oS], Jtforine Mechanicul Appliances.— (for
nautical instruments see group 151) — (for marine
engines, boilers, pumps, condensei-s and appurten-
ances, see group 09).
Devices for propulsion: devices for obtaining
forced draft: steam capstans; windlasses: deck
wlnclies: appliances to facilitate loading and
discharging cargoes: steering apparatus: marine
electric motors, electric indicators, engine room and
bridge signal systems, and apparatus: boat lowering
and detaching apparatus; speed indicators and speed
registers; appliances for laying, picking up, and re,
pairing ocean telegraph cables, etc.
Class 532, Construction, Outfit. Equipment and Repair
of Vessels.
Methods, articles, tittings, or apurtenances
Methods and materials used; special designs
for hull or fittings: plates, cellulose, woodite,
etc.; water tight compartments; rudders, masts and
spars: rigging, anchors, chains and cables, hawsers
I'opes, coi"dage, wire rope, etc.: sails, blocks an*!
tackles, oars. etc.
Class oSS, Methods of lighting, heating, ventilation
and refrigeration of ships.
aiass oS4, Protection of Life and Property and
Communication at Sea.
Harbors, lighthouses, buoys, and similar aids
to navigation, and all pertaining thereto; life
saving service, boats, rafts, etc. Precautions
against fire aboard ship, and devices for extm
guishing it. Storm and coast signals; marine signals
models, plans, samples, etc.
Class oSS. Wrecking Apparatus.
.Sub-mai-ine armor and divers' appliances; pontoons
for raising vessels: equipment for wrecking steamers,
tc
Class 530, Miscellaneous.
Ti-ophies of yacht and boat clubs; relics of
merchant marine and river transportation;
relics of arctic and other exploration: sea-
men's associations: unilorms and designations of
rank; Hags and ensigns of merchant marine, yacht
clubs, etc.: designs, maps, charts, etc.
bROrP 86.
N.WAL W.\RFARE AND COAST DEFEXSK.
Class oS7. Armored VesseLi.
Battle ships; rams, cruisers, coast defense ships
.Models, designs, drawings.descriptions, specifications,
photographs, paintings, etc.
Class -'iSS, TJnarmorid Vessels.
Frigates, sloops and gun vessels: cruisers: dispatch
vessels, and tenders; torpedo vessels and torpedo
boats: submarine boats: public vessels for special ser-
vice: revenue vessels, surveying vessels, etc., man
of war boats, etc., models, designs, etc.
Class 5S'j, .Shiiw and Boats of War of barbarous and
semi-civiiized nations. Models, drawings, photog-
raphs, etc.
Class .'>4o. Models and relics of famous ships of war;
relics of naval battles, etc.
Class 5il, Training Ships: Naval Schools: N'aval
Institutes: Naval Reserve, etc.
Class S.'ii, Ouns and Amior, and Adjuncts and Appli-
ances of Naval Warfare, — (See also group 113).
Guns,armor; torpedoes;small arms for naval use: pro-
jectiles and amunition; fuses; submarine mines; meth-
ods, devices, fittings, or appliances designed for use in
naval warfare and c(
The interchange rules of the master car builders,
as revised at the Cape May convention, have been
now published by the association, through its secre-
tary, Mr. .J. W. Cloud, 974 Rookery building, Chi-
cago, 111. The changes made from the rules last year
were given in our .luly issue. Every railroad com-
pany should see to it that every one of its employes,
connected directly or remotely with the details of "the
interchange of cars, should possess a copy of these
rules.
A NEW VARIABLE EXHAUST
We present herewith an illustration of a variable
exhaust nozzle, designed by Mr. F. Mertsheimer,
assistant superintendent of motive power and ma-
chinery of the Union Pacific Railway. Mr. Merts-
heimer has used this nozzle with marked success upon
a number of engines upon his road— modifying the
dimensions, and some of the details here shown, to
latiicsj^ toward tli"
pert,
Uiuii Ui k-ll, because the
ifihtly diminishes the re-
1 iliai cliivL'tioii, and much the same
I ihr wheel i-evolvei far enough to
/■' lu-ueath the axle, the How in this
I" 1 he left. With the rigid chilled
ihi> How can take place to a very
.1 all.
lie softness and readiness to How
steel should tend to suppress any
iL points, including those lorined at
• > of an incipient Hat spot, while the
■u iron should make the flat spot
suit varying requirements. The principle embodied
in this nozzle is clearly revealed by our sketches. As
is shown, the opening is varied by rotating one
toothed plate above another, the coincidence or lack
of coincidence of the teeth (or inward projections),
of the plates governing directly the area of the
opening. The movable, or upper plate, is rotated by
means of a simple rod attachment, from the cab. We
hear nothing but good words for the etBciency of this
device.
The following article appears in the l^ngineering
and Mining Journal in the shape of a letter. We offer
some comment upon it in our editorial columns:
Prominent railroad men assert that steel tired
wheels are much less apt to wear flat than chilled
cast iron wheels. If this be true, what is the explana-
tion?
It has been suggested that the reason is that tho
chilled has less adhesion, i. e., is more slippery than
the steel, and hence, when the brake is applied, is
more apt to slide along the track and wear flat, while
the relatively sticky steel adheres. But, if this be
true, one would anticipate that a train equipped with
chilled wheels would l)e stopped much more slowly
than one with steel tired wheels. But does the sub-
stitution of steel tired for chilled wheels thus enable
trains to be stopped so much more quickly?
The question is one which interests the metallur-
gist, as perhaps due to some important difference be-
tween the properties of the two metals, a difference
which may be of importance under other conditions
than those of car wheels.
We can see a possit''- ■ •. , ',i;..i*' >ii '';, going back to
the fii-st incipiency <<' i ' i' ' ' ■ n the wheel, be-
ing held fast by tlie '- :. - along the rail
top. If the wheel i. i;,., ., i. ; rily cold, then it
should wear less if luaut u. . ;. ...^a uuii than if of the
relatively soft steel of which tires are made, and the
steel tired wheel should thus have a more serious flat
It IS easy to see » hj a flat spot once stai ted should
tendtogiow Fiisl lachtiim tli wheel ie\ohLs it
hammeis donn 111 iiili lUl -, t u itli a \ei tical fall
equal to tli i i i 1 C ii Then,
the next tii i md the wheel
giddualh II 1 eomplelelj to
-top iL\ 1 II 111 1 ail Foi
III II iriaddi
li wheel
-11 111 till 1 11 thei
It in 1 I i\iL mil iji w ijht ii-lin_ on ihi m must
11 » 1 It d a diolaiiee equal to i) ii, the \eised sine
II 111 u It be tiue that a chilled wheel tends to weai
II a mole thin a steel iii -teol tiled wheel is It not a
seiiou- thing not onh a.- legal ds the depieciation of
the lolling -toek but as legaidstheweai of the laiK-'
Must not the edge- 1 and ll e\en of those slight flat
-pots which escape oli-ei \ation goonindeiinitely dig
ging into the i ail head gnin^' it two slabs foi each
little flat spot and fiii each loiolution'' \nd should
not each stab not onh duectlyabiadeponei fully but,
by locally loading the suiface of the lail hca<l so fai
Ixiyond its elastic limit, leave it more friable, inoi-e
subject to subsequent removal by abrasion?
A NEW JOUKNAL BOX LUBEICATOB.
Mr. Edward Best, of London. Out., who i.s
isfa..-t
car and tender boxes.
On a recent test in an M. C R. standard box on the
Canadian Pacific on the tender of an engine in passen-
ger and fast freight service a mileage of (i.yOO miles
with one quart of oil was made. It is still running
without the least sign of heating: and will, it is con-
fidently expected, show a mileage of 12,000 miles
without refilling. Tho design of the oiler is shown
fully in our engraving.
The simplicity and small cost of placing it in oil
lio.\es will commonil itself to all railway men. The
article can be placed in any kind of journal boxes, and
the only change required is to remove the old pack-
ing and place the lubricator in the Ixix. In can l>o
placed in any axle Ixjx complete for 25 cents: and it
effects a notable saving in oil, waste and lalx)r.
THE RAILM^AY MASTER MECHANIC.
October, 18£
<G WORKS AT CHICAGO.
NEW CAK EEPAIBING WORKS AT CHICAGO.
Tbi^ TTarvey Steel Car Company has established
Harvey. 111., a i-epaii- depai'tment for rebuildinjj all
kinds of freiffht oars, i)rovided with tools and
chinery esiweially adajited and desifrned for carryinsf
on repair work on a larfje scale— the plant beinj,'- ei
tirely separate from the company's regular steel cr
works.
The proper repair of a car demands separate tools
trai^ks, buildings and men to give the most ecoi
ical i-esults. The company has therefore erectel
separate buildings, tracks and tools for Its repaii
partment, and employs a large corps of repair i
with competent foremen in charge, to carry on thi i
work.
Works are located at Harvey. 111., at the crossin
of the Illinois Central and the Chicago & Gran'
Ti unk railroads, two miles from the city limits. Es
tensive switching yards connect with the main lines
of those roads. Special rates on empty cars for re
jMiiring over those lines enables the company to re
ceive cars from any line running into Chicago at ;
nominal switching charge.
The Cleveland, t'incinnati, Chicago & St. Loui-
Hailroad runs through Harvey over the Illinois Cen
tral tracks, and the Calumet Terminal and Chicago
Central will be extended to the works in a few
months. The situation of the repair works and steel
car works, with reference to the railway lines men-
tioned, is clearly shown in our engraving.
THE MIGHTY MIDOET-W. C. BAKERS LATEST
Mr. W. C. Baker, the inventor of the original
Baker car heater, now in general use in this country,
and also in recent years of the "Fire i'roof" and the
•'Perfected" car heaters, has added a fourth species
to the type in the "Mighty Midget," of which we
give an illustration. It is a fact of interest that six
of these new heaters have been selects •' 'ui Mm . .[uii.-
ment of as many cars recently ordi! ! -^ 111
Eastern Railway of England. The>' i i
American pattern and are being bui t i- i; i>
The invention of the heater illaslraled rcauUcd
from experiments made by Mr. Baker which showed
that the usual outside casing, by which the diameter
of the "l^erfected" heater is enlarged about Jive
inches.could be dispensed with. In the new form the
lower section of the "generator coil" (wliich is of H
in. pipe) is closely wound and given such a shape that
it becomes itself the fire pot — taking the place of the
cast iron (ire pot in the other heaters. The top sec-
tion of the generator coil (which is foi-med with U in,
pilK.') is of less diameter or width than the lower sec-
tion. This arrangemenl^as the cut shows— permit^
the fuel to burn freely against the inner surfaces of
the pipes in the lower coil while the upper and smaller
coil will be entirely enveloped by the heat. . j
This "generator coil" has a length and caimcity
equal to 26 ft. and 4 in. of li in, pipe. ( 'ompared
with the "Perfected" Baker heater the "Mighty
Midget" has 11 ft. more of U in. pipe or its equiva
lent exposed to the direct action of the fire.
This great increase in surface in contact with the
fire necessarily secures a much more rapid circuja-
tion, and actual tests have proved that with soft coal
the "Midget" will circulate water through 3U0 ft. of
li inch pipe in one-half the time required in the
"Perfected." With hard coal the difference is not
quite so great, hut yet is very considerable. This
means that the heating power of the "Midget" is
double with soft coal and nearly double' with hard
coal that of the "Perfected." This would seem to
mean a considerable reducti'jn in the amount of fuel
required to heat a car bv the new heater compared
with that consumed by the older forms to heat a
given amount of space.
In the "Midget" there is no fire pot m burn out.
and the inventor claims that burning out the coils is
not as likely to occur as with the old styles. Indeed
the lower or 1 J inch section of the generator coil is
actually a "water back" all round. The heater burns
soft and hard coal equally well.
The reduction in size produced by this construction
is an important feature. The closets required by the
"Midget".are five inches less in width than those for
the other Baker heaters.
Mr, Baker's "latest and best" is certainly a de-
cided change from previous practice, but his lon,<j
experience and his past successes are guarantees that
any new car heatei- to which he gives his name— no
matter how novel it may be — will be worthy of inves-
tigation and trial. In the present instance he has en-
tirely eliminated th( cast iron fire-pot, heats nearly
twice the quantity of water in the same time and
with the same lire as before, and has considerably re-
duced the size of his heater. And he has given his
new heater a name which .whether people are pleased
A-ith it or not, will stick in their memories.
laUMjf ^;^■uo per d:iy. Appllc.itiou for rooms should be-
made to H. S, Clements, Congress Hall, Saratoga, N, "i".
As the second 'Wednesday of June happens on the .sth
next yeai-, and as there was difHculty in getting a hotel to
open so early, the executive committees ol the two associa-
tions decided to postpone the conventions one week. Under'
this arrangement the Master Car Builders' Convention
will meet on Wedne sday, June 15th, and the Master Me-
chanics' Convention on the Monday following.
Master Car Builders' Ballot.
Herewith is given a summary of the votes cast on each
of the questions submitted by the secretary of the Master
Car Builders' Association to letter ballot, together with
the results of the ballot.
SCMMARY OF VOTES ASD RESULTS,
.
1
1
No, votes cast.
1
Is
li
Suli.tccts voted on.
<
1
•0
1
1
Hesults ol
spection, Form of
agreement, Kules
gov. rning joint in-
Porm of i-eport'o'f '<}»■
fective care recelv-
,l'ii,""'in^,'r.cti.m'.lel
i'i'il i" II btii. I.ml
m
360
34U
417
!(»
178
325
207
198
36
15)
565
567
566
377
378
378
3TS
378
KejecKxl,
Ai)o|>te.l.
The Next Conventions.
The joint committee of the Master Car Builders' and
Master Mechanic's Associations, empowered to select thi. .
place of meeting for the next conventions, met at Buffalu fe
on Septem ber 7 th, and decided on Saratoga, N. Y , Congress *
Hall Hotel has been selected as the headquarters of both
The members and all others attending the
Ul receive accommodation at the uniform
THE "MIGHTY AUDGET " CAK HEATER.
THE RAIL\VA^ MASTER MECHANIC.
Some Facts Aboat Damascas Bronze.
Thofo iti |)i'obably no time when somoof the readei'S
of the Railway Master Mkchanic ai-e not wish-
\ng that they had a bettei- bearin-,' metal for locomo-
tive driving boxes or for the journals of heavy cars
than the one they are using-. Some of them no doubt
have been thinking of trying Damascus bronze and
will be intei'ested in a few facts about this metal,
which is in quite extensive use on railroads in this
Damascus bronze is an alloy conij)Osed ol copiior.
tin and lead and telongs to the class of soft copper
alloys. The i>ro])ortions of the respective nicluls in
it are, we believe no secret, but the processes oi-
manipulations by which the largo percentage of lead
is talcen up in the mixture and distributed finely and
evenly through it are kept as a trade secret by the
manufacturers.
Very strong and convincing testimony to the super-
ior exuellcncc of Damascus bronze as a bearing metal
for railway rolling stock was given incidentally by
Ur. Charles B. Dudley of the reriii>vlv:inia lailiciad
something less than a year ago. i ni 1 1. ti.l., i :;. is'.iii,
Dr. Dudley read a carefully prepai • .1 |.a|ii r I., fme llio
British Iron and Steel Instilutt^' at iu^ lucetiug in New
York on that date, in which he stated, substantially,
but in careful terms that his observations and experi-
ments indicated that comparatively soft or mild steel
carefully manufactured gave longer wear in both rails
and tires than hard steel. Then following out the
same line of thought he went on to show that the
same is true ol al loys used for journal bearings and
that a copper alloy containing lead, while softer than
one composed of copi)er and tin alone, wears away less
rapidly under journal friction than the harder metal.
Taking phosphoi- bronze as the standard he gave
that and several bearing alloys thorough and pro-
longed tjsts in actual service under locomotive ten-
ders and cars. In each case the standard phosphor
bronze bearing was put at one end of the axle and a
bearing of the alloy to be tested against it was ap-
jili.d to the other journal. In his first series of ex-
periments he put Hi bearings of each kind into ser-
vice and in a second series he had f rom 5o to I DO
bearings of each alloy in service.
The showing made by Damascus bronze in these care-
ful and extended tests was very gratifying to the manu-
facturei's of that metal. In the first experiment the
wear of the Damascus metal was eight per cent.
slower than that of the standard phosphor bronze and
in the second series of tests it was seven and one-half
slower. In other words, Damascus bronze surpassed
the standai'd phosphor bronze in wearing qualities by
an average percentage of T-(m. If the average life of
a phosphor bronze bearing is T.'i.flfK) miles, then a
Damascus bronze bearing in the same service would
make 80,700 miles. We are informed that a lot of -too
Damascus bronze car bearings carefully tested by a
western road gave an average mileage of 110.000
miles.
In the same series of tests made by Dr. Dudley the
bearings composed of .ST-.'iO percent, copper and 12-.)0
of tin wore 48 jier cent, faster than the phosphor
bronze bearings. Three mixtures of ai-senic bronze
were tested which varied from one per cent, faster to
42 |K;r cent, faster than phosphor bronze. The figures
therefore show that the Damascus bronze gave over
.j.) iiercent. better results than the copiier-tin bronze
above mentioned. If the mixture of copper and tin
would give a mileage of lio.lHKl miles the Damascus
bronze would give ».'i,00() miles.
Dr. Dudley gives the results of three experiments
with copper-tin bronze, the proportion being about
seven to one. The wear was 48 per cent., .lli [)cr
cent., and 47 per cent, faster than that of phosphor
bronze — or an average of 4nt per cent. Compared
with the considerable variations shown in those
three tests the very slight difference between the
8 per cent, slower wear of the first and ~i
per cent, slower wear of the second experi-
ment with Damascus bronze indicates that the latter
metal is very uniform in its qualities.
.\s Damascus bronze has been used extensively on
many roads for several years it should be easy for
rolling stock officers to learn how it acts in the varied
BOSTD.N BEI-TIN(! COMPANY'
conditions of service. Tliese oilicei-s have always
known, and many managers and purchasing agenl^
know, that there is no economy in using infeii.M-
journal bearings. One hut box will stop a wliul.-
train and while a train stands .still its loconioliv..-
and every cur in it are lu.sin- money for the - - .
company. gained by year . of .
THE BOSTON BELTING CO.
The Boston Belting Co. is the original manufac-
turer of vulcanized rubber goods, and has a world
wide reputation for the excellence of its manufac-
tures. It was established in 1828 in Roxbury (now a
part of Boston), where the works are still located.
The works are the largest in the world devoted to the
manufacture of mechanical rubber goods, and occupy
more than two acres of ground, mostly covered with
substantial four story buildings. Our engraving
affords a fair idea of the plant as a whole. The
machinery, which is of the most powerful and im-
proved kind used in this manufacture, is operated by
several large steam engines. Employment is given to
.500 operatives and more than 6,000,000 pounds of pure
rubber and cotton duck and cloth are used yearly, in
the manufacture of a superior quality of rubber belt-
ing for transmitting power to all kinds of machinery.
The extent of the line of goods made by this concern
is indieateil by llie following list. Rubber hose foi-
conclii, 1 iii_- H.ii, I (I i-ailroad use: air brake ho.se fin-
the A'. -; :,l.i .- i iioniatic air brake; steam h(i>,.
fo'' '■■" ' ' I- ,' ' I "-IS and blow back hose: rubber
packin;; :oi |.ai,viij^ iialer. steam and air joints: rub-
ber vahes for use in connection with stationary and
marine engines, steam pumps and similar mechanisms:
rubber blankets for newspaper, book, lithograph and
other printing presses and calico, satinet and wall
paper printing machines: rubber covered rollers tor
use in cotton, woollen and paper mills, print and dye
works and bleacheries; rubber deckle straps used on
paper making machines: rubber suction hose for fire-
engines and for mining and marine and other pur-
poses: rubber gaskets, tubing, springs, etc., and a
great variety of other articles. The daily output of
works IS 12 tons of manufactured goods, which
are distributed over the civilized world. The com-
pany has stores in Boston and New York and agencies
the leading cities of the United States and Kuropc
The manufacturing agent and general manager-.
James Bennett Forsyth, has been with the company
more than a third of a century, and is the patentee of
- of the useful inventions which have so greatly
aided in building up its business.
I antagc of the
lo open in a
o plans for al-
the large
tute. For
of these,,
pus I
i-h to
young men who tlnjik tlial seme one can teaeh them
something without any pai ticular efiort on their
part. That is a thing that never has and never will
be accomplished. If a man ev w in this world knows
anything, to speak about it \vi,l be only by a strong
efl'orton his part.— .Vmerican .Miu.-hinist.
Kailroad Fateota Expiring in September, 1891.
Car a.\le box, A. G. Cummings, No. 154..M:i.
Car pusher. Little, Bailey and Clark, No. l.Vl.iWl.
Safety car, D. Price, No. 154,564.
Railway signal, .T. A. McClm-e, No. 154,.5.V.i.
Sleeping car, W, I''lowers, Nn. 154 TOO
Car wheel. T. il, .Veal. .\... l.M.v.o.
K.-lilr:.--.',:r,.. I I! \Vh, •:,.,!,, X,,. l.M ,,;
App.iratus fri,- ,i,.|crminirii; .lislani-e wtwecn r,iilw.-iv
rams, W. H. Wythe, No. 155,114.
Supplying water to locomotives, L. M. Clench, No. 1.55,291.
The Master Car and Locomotive T sinters' Convention.
At the twenty-second anuujil couvention of the
-Master Car and Locomotive l^aintera" Association
held (luring September in Washington. D. C., the
rcillowini; ollicers were elected fi.i' the ens, 'ng year:
1 'i'e-i,l,nt. .T. A. (lohen, Hiniiin-i.ni. \a.. 7>f the
< liesa|irak.- & Ohio Railroad: liist ;ir,. piesicle-^t,
Wni. I I, (Jnest. of l'ittsbur';li. mIiIm I 'illsliniM'-h iV,
the
The Electro Novelty Co., llhnapp street, Boston,
has perfected a scientific toy e msisting of a primary
battery and motor which develops power enough to
run a disk at high speed. It is called the Simplex en-
ine and is a comjiact and well made little machine.
Its cost is very small and it will be a good Christmas
present for boys of from ton to fourteen years old.
and will tend to interest them in the grcata...; grow-
ing field of iiraclieal clectrieily.
BOOK NOIICES.
viders. iUese topics are intrrcstingly treated: and
tyiMgi-aphy and illustrations of the
could be desired.
THE RAIL^VAY MASTER MECHANIC.
CAB AHD LOCOMOTIVE PAINTING FACTS AND
TKEHES FEESENTEO AT THE KASTEB CAB
PAINTEBS- CONVENTION.
At the i-eoent conveation of master cai- painter^.
held at Washington, a nu mber of interesting pai)ers
were presented, from which we select the following:
FOU TUE rUKI'OSE OF I LEANING THE OITSIDE VARNISH OF
We assume we ai-e to miike the effort to impart the
little knowledKB we may h:ive acquired through our practi-
cal experience with soaps and the various cleaning mater-
.',, ■ " ,. -ho liuestion which foi-ms our subject
"lt from an entirely different stand-
]. ]v actual shop experience, -we feel we
i _ ,: responsibility in attempting to pre-
- - linilv nil Th." fr.Uowing subject: **Is
iri.:i.;- ;i I ii.:m,-a..v !,.,■ ' " - ho safely use(J for
ihu purjxjBL- oi cU'.i: irnished- surface of
the raihvav passen- vice:" Beyond aU
doubt, this' is a matt : the mind of every
inasli T c.ir an.i jic'ii. - :- L'nited States and
Ci: ' *,'■ . -;\ i-L'^rcl inai \\c cannot go into the
r- question, but be that side ever so in-
I , fit would help us in our efforts, owing
in which we are called upon to pre-
.\-, in giving our ideas, experience and
tests, u,. uiu iMt iittempt the task of informing the many
soap coiisuuicrs of this counti-v what constitutes a chemi-
cally pure article in this line, "a term largely used by some
of the leading and most enterprising of them.
But we will, to the best of our ability, endeavor to treat
this question from our own pi-actical standpoint, fully rea-
lizing that we are apt to fall short of what is requisite,
omng to the limited resources at our command of gaining
the necessarj- details sufficient to handle this important
issue so as to meet the expectations of aU interests in-
volved.
We otU here venture the assertion that there are few, if
any, who have not seen the necessity of some remed;
prevent the quick deterioration
idea is a .i^ood one, as they as well as the interested co
sumer are beneficiaries if the m;iterial is handled Intel
gently. As before stated, we are not chemists, and if v
were 'we would doubt if the position of foreman of a ra
way paint shop would afford cither the time or meat
necessarily required for the analytical investigation i
paint stock or other materials furnished. In reference
soap, it is a cm-ious fact that although we know what v
can do ^vith soap, and what it does, yet we doubt if \1
know how it does it. \\liat some autnorities sav on th
su'Dject is this: Soap, consistin:! of fat and a'lkali, r
moves grease or dirt hy suit^"''-'-!'"/ \'-ti .» liissolved i
water, part of its alkiiii. wtiirh ■ ,i., ■ Is to coe
111- alkali-^
.1. ■ ,..!.!. ..^..iiinj' would
be sufficient without the added sjrcasc to Jo tin.- business.
The next question would be, what authorities say con-
stitutes a pure soap and how the same can be tested for
purity. Pure soap is a chemical compound and is, chem-
ically speaking, a "salt" resulting from the combination of
an acid with an alkali. The acid is a fatty acid, namely :
Stearic, margaric, oleic, etc. : the alkali is almost univei-s-
ally either soda, which makes .hard soap, or potash which
ft soap. We also discovered that the principal
makes
adtdterants employed in the manufacture of soap were
such as excesses of water, alkalines, sulphates, etc. These
same authorities gave us the method of making a few sim-
ple tests, which we could execute without any special
chemical knowledge, which are as follows:
small share of the responsibility can be placed
3US cleaning materials used ; more espeelaly it strong soaps
5r alkalies or hunful methods are daily practiced in wash-
i the varnish for which i
sd on the vai
! espeelaly it strong s
tics are used they should be in a mild form, especi-
i-e used outdoors 'and when the work is in a heated
, from the sun's rays.
horoughlv and carefully done, it will generally
.re harmf'ul to the vitality of the varnish than the
people c
ining materials, the rail
lers of soaps, etc., ar<
■h exists in both their quality and
of kinds is considerable, some of
and honestly recommended as being
-es only. There are aiso soaps and
let with, labelled "chemically pure"
I the daintiest of fabrics or most deli-
carefully dUuted.
where the cleaned
proc&ss. This be-
many of our fellow
passenger equipmi 1.
in that respect, the ci
they should. Thev
1 doubt that varnish
I standaixi form tl
damage that usually fol-
ho have practical experi-
ctcd of the railway
: i. withoutaparallel
I thee
1, nit showersof dust,
cinders, grease and siii|iijuui.i.> ..,111..,,. ironi the locomotive.
l"his combination quickly affects the varnish's luster
through the gradual adherence of these ingredients on its
surface. Now this cannot be removed without the aid of a
solvent, hence this inquiry for knowledge of a method and
material that meets this want. The material should be so
combined that it can be placed in the hands of the yard
car cleaners (who as .a rule are not always skilled) with
perfect safety, as it refers to the further continuance of
the v:irnish's food :ippe;irance. II is a well established
fa.-l •',:r 'I;.- .".n'v -aff^ tTinthn-' -' ■- -.^".....n,. practiced.
pcll.,.1.,, I...-1. ,...„..!... ...J ilifflCUltV
.. the gloss for a mucli longer time
' usually experienced, and that it would be
possible tofetain a good luster for a year or longer, all
^li..i ,1 I ,■■■:,'■.:,.■' ii I...'-. :,■. ,, .•,:. I. unbroken
s„,l,, . ..,:. ,:,-., , I ■,,■;,, ,, ,• Iv Void Of
I;,-', . -.,,,.,,;,,.■.: ,,i ■• ■,„•, .1, 'and rub
ibis outer deposit without the agency of an ;ilkali, and the
consequence of this is that we And there still remains a
" ' ' ■' * apparently dead varnish.
for outside cleaning
skill required ix> accomplish the work
satisfactory
We think a very important item in conneilion with equip-
ment cleaning is that of testing in some manner all new-
brands of soaps and other cleaning materials before their
:ipplication ; this should be done regardless of claims made
for them. In regard to this idea, we suppose there are a
ereat many .soap makers who will vociferously a.ssert that
their prod'ucts require no testing. This may or may not
:i(imit of positive proof, but we are still impressed that the
do this a few thin si I
tinues, the loss of thi:
water in the sample.
Second Test.
ater m a soap— (a
onomy only. ) To
weighed an'd dried
iss of weight con-
re of uncombined
nishcd surfaces, but trust that I have taken one step in
that direction and can aid others to that extent; if I cannot
suggest a way of making soap that can be used without in-
jury, I can at least suggest something that, when used with
soap, will be an improvement.
I have used oxalic acid for a number of yea
pally for restoring the natural color to weather ;
stained wood, such as will be found inside of co;iches around
water coolers and sinks, sashes, window stools, etc., and
for this purpose I find it very effective and would recom-
mend its use to any and all who require something for this
purpose. My mode cf application is as follows: First,
clean the work and let it dry; then scrape off the finish on
and around the discolored places, and apply with a stiff
brush a solution of 1 lb. of oxalic acid dissol'ved in 1 gaUon
of water, rubbing gently enough to thoroughly satui "
the surface. Let the work get dry before washing off
acid and it wiU be found that thestaius have disiippea
Then wash off the acid with water and lot the wood i
after which sandpaper and finish it.
In using the acid as aboyo, and accidc
contact with dirty varnished surfac
effect of loosening the dirt and makes
1 that
more readily to the
lessens the labor of c
doing better work wi
making this discover
thereby
'cr cent., besides
cleaning sashes
Added salts, such as alkalines, silicates, sulphates, etc.,
are insoluble admixtures and are detected by boiling a sam-
ple with alcohol, in which the soap proper only dissolves.
The residue is collected in a filter washed with hot alcohol
and weighed.
Third Test.
An excessive proportion or surplus of alkali can be de-
tected by dissolving the soap in hot water and adding a
sufficiency of saturated solution of common salt, which is
termed salting it out. Through this test the alkali remains
in solution and can be determined by the amount of stand-
ard acid it ueutralizes.
Fourth. Test.
This is our shopmethod of testing the strength of soaps
before their application for all cleaning purposes and which
also can be especially adapted t
Wei.
rforu
I small squa
to be had abo
■ato t'befactl
re of th(
1 that
nished surface of a small panel :
alkali or acids, this rai > ■ ;i - t
quick cutting of the > ,
have ever handled :i e , . -
would not cut throuL'li ':i' ..ntn^n ', r this test, but we
do claim to h:ive discu\LH li .1 g^c.u dual of difference in
the strength of soaps furnished" to the company. For the
past two years the company have principally used, with very
good restllts, a soap in powdered form which is placed o'n
the market accompanied with a written guarantee for ab-
solute neutrality and purity.
To prepare it ready for general use we place in a large
/■ ■ 'thagatefor drawing off 40 lbs. of
thoroughly dissolved with ten gallons of
hot water; we then add 40 gallons of cold water, keeping
the agitator in motion until the whole amount is in the cask,
which is kept perfectly closed. When prepared in this
manner there is no precipitation of the finely incorporated
tripoli combined into this cleaning material. Owing to this
fact, it should never be heated, but used as drawn from the
cask. I think hot soap of any description is injurious when
used for the cleaning of varnish. For service cleaning the
mixture is again diluted with equal p;irts of water.
For this class of work the soap is :ippliocl ivith a sponge;
if outdoors, two men are used to handle the cleaning, one
man applying the soap, the second doing the rinsing and
drying off with a chamois skin. If skillfully handled there
is 'but little danger from the spotting and strealring usually
■■ " _ ' 'cleaning under a less careful process. As
stated, the results have been good ; one car in particular was
cleaned in this manner six times during 18 months of ser-
all other cleaning it received was water mopping or
wiping off with cotton waste. The condition of this car,
also others cleaned in much the same manner, gave us but
little cause for complaint when shopped for revarnishing.
We also use this same system for cleaning locomotive tanks
which is done under the supervision of the painter.
In conclusion we do not claim to have reached the goal in
either tests or results, but we do assert that we having rea-
lized a good average m all around results, and have felt
more secure since the company adopted this method and
material, especially as it refers to the servicecleaning.
W. O. QUE.ST, Chairman.
I think it \vill be agi-eed that there has been very little
progress made in the methods and material used in clean-
ing varnished surfaces or doing similar work, soap having
been from time immemorial the principal basis of material
used, notwithstanding its well known injurious effects upon
the varnish, which it injures in proportion to its efficiency
in doing the work. In employing soap the tendency is to
save labor by using too strong a solution, so thiit in many
cases it is so'strong lh:it it burns and .lestrnves the varnish.
proven
in solve
) be revar-
; a shallow
:ing the acid solution in which I dip the sash to
be sure to get the acid into the corners; 1 then take them
out and loosen the dirt with a stiff brush: then white they
are still wet, they are turned over to a man at the sink who
proceeds to wash them in the usual way with soap. Now
the question wiU naturally arise, why do I use the acid, as
the work can be done with soap and water alone ? My an-
swer is that it saves time in scrubbing besides doing b'etter
work. I have also used the acid on engine tanks without
soap and can save 50 per cent, over any way of cleaning
them that was known to me before. For this purpose I
apply the acid solution with a common car washer on one-
half of a side at a time, keeping it moving about 5 minutes,
let it dry before washing with w-ater; if the
y dirty I also use ground pumice stone. The
same can be successfully done with any varnished surface
where there is no liability of being detained in cleaning
cornel's, thus giving the drippings on the lower side time to
dry. Where this occurs, it is liable to leave the work
streaked.
The next question is, will the acid injure the varnish; I
have tested it in several ways and cannot see that it has
any more injurious effect than water. One way of testing
was by preparing two panels alike which I exposed to the
weather and w-ashed every day for an indefinite time, one
with the acid solution, ami the' other with water. I could
scarcely see any difference, but if there was any it was in
favor of the acid. I have also tried it on newly'
engine tanks, washing them with the acid frequently to
tank
would 1
would follow bv
I do not suppose tha
oxalic acid as above ii
the results in every ca
menced using it be'fore
found that it required
cated, will bo fully
fori
nself.
will be cheerfull
ry the use of
.atistted with
It was some time after 1 com-
iderstood the nature of it, and I
:rience to make the best use of
hen 'once ;
should be use<
ndispensable in the railroad paint shop.
that I can give to those wishing to try it
r given on appUcf-
correct knowledge of
is gained, it will be
Master Car Painter, Chicago, Burlii
J. K. LowKV.
& Northern K. U.
PERSONAL.
Mr. H. M. Smith has been appointed master mechanic of
the St. Louis Bridge & Tunnel Company. Mr. Smith was
formerly assistant master mechanic of the Missouri Pacific
at Ossawatomie, Kan. His old position at that point will
be assumed by Mr. W. J. Hill.
We regi-et to learn of the death of Mr. Wm. C. Stroud,
one of the firm of the Baldwin Locomotive Works. Mr.
Stroud died at Rosemont, Pa., on September 21, in the 53rd
year of his age.
Mr. E. S. Marshall, general master mechanic of the St.
Louis Southwestern, formerly the St. Louis, Arkansas &
Texas Railway, has resigned that position. Mr. Marshall's
many friends will regret to learn of his resignation of an
office in which he made for himself such a fine name as a
high class mechanical official. Among other good works
for which Mr. Marshall is entitled to credit is his ;ictivity
in advancing the interests of the Southwestern Kailw:iy
Club; beyond this he has for some time given much lime
and attention to the railway interests of his locality in the
way of organizing and maintaining independent local meet-
ings of mechanical officials, notably at Fort Worth. He
has hosts of friends from one coast to the other who will
hope to soon see him re-enter railroad service. Mr. R. M.
Galbraith, who has been master mechanic of the Texas
lines of the St. Louis Southwestern, takes Mr. Marshall's
place. Mr. Thomas Inglis succeeds to Mr. Galbraith's old
position.
It may be some years before Mr. F. W. Brazier, foreman
of the new car shops of the Fitchburg road, can be an
alderman, as he is yet tall and slender, and has not that
protuberant front outline which is associated in the minds
of people with that official position. But the citizens of
Fitchburg have made him president of their municipal cor-
poration, and he is therefore equal, officially, to severa
THE RAILW^AY MASTER MECHANIC.
159
aldermen. He is more proud, however, of the uew shops,
and especially of the great bed of old fashioned Hewers
whiih flourishes in the rear of one of the main buildings.
The sight of their brilliant colore will put heart into tired
men, and make them feel that life is, after all, worth living.
Mr. Fi*ed M. Twombly, master mochanlc of the Boston
tfc I*roHdence division of the Old Colony R. K., is making
the grounds of the Itoxbury shops of which he has charge
very attractive. Small leaved ivy vines arebeginning to
cover the walls. Ix)ng strips of ground have been raised
and sodded, and joints of large drain tile are set upright
along these green aisles tilled with growing plants and
flowers. Near his office windows there is a flourishing
group of cacti. If ho had leisure, Mr.Twombly could sit and
look out on this twisting agony of cactus plants and think
of the limes ho used to have in Me.xicn when he was a
lieutenant of Mr. Lauder on the Mexican Central. There
are few master mechanics in this country who do as much
work with so little bustle and fret as he. That he is doing
so much to make the grounds pleasant shows that a busy
man who has the faculty of systematizing his work can
hud time to do graceful and helpful things.
Mr. Albert Griggs, who recently resigned his position as
superintendent of motive power of the New York & New
England R. R., has an excellent record, as a competent and
efficient railroad master mechanic. He entered the service
when only 13 yeare old, and has mastered every phase of
it. In the 37 years of his railway experience he has made
but few changes, and in each case has left a good record
behind him. In the conduct of such shops as those ordi-
narily found on railroads Mr. Griggs probably has no
superior in the country. The shops of the Providence &
Worcester, of which he had charge for n any yeare before
he went to the New York & New England, were widely
noted for the neatness with which they were kept up, and
at the same time the cost of locomotive repaire was kept
down to as low, if not lower, figures as those shown by
any other New England road. WTiatever road he has
worked for has alwaj's had the whole of his time, strength
and loyalty.
The office of superintendent of motive power R. D.
Wade, of the Richmond & Danville, which has long been
located at Washington, D. C, is now located at Atlanta,
Ga., where all communications intended for him should be
addressed. Mr. Wade is now at the head of the motive
I)Ower department of all the Richmond & Danville system,
leased and controlled lines, and of the Central Railroad of
Georgia and contx'olled lines.
Mr. Charles H. Burke has been appointed master me-
chanic of the Fort Worth & Rio Grande, viceR. F. WTialen,
Mr. P. Hayden has been appointed master mechanic at
the Piedmont shops of the Baltimore & Ohia Railway. Mr
Hayden was formerly general foreman at Parkerebui'g.
Mr. A. Douglass, hitherto division master mechanic of
the Texas & Pacific at Big Springs, Tex., has been ap-
pointed superintendent of motive power-, machinery and roil-
ing stock of that road with headquariers at Marshall, Tex.
Mr. T. A. Lawes has been appointed master mechanic of
the Chicago & Erie, taking the place of Mr. R. F. Kredell,
resigned.
Mr. D. C. Black, who was for a number of years secre-
tary of the Morden Frog & Crossing Works, of this city,
and who aflerwai*d left that position and becan.e associated
with Col. G. W. Hunt in the construction of the Oregon Jfc
Washington Territoiy liailroad Company, has accepted a
position with the Kalamazoo Railroad Velocipede & Car
Co.. of Kalamazoo, Mich., and will hereafter represent the
latter company on the road. Mr. Black has a wide acquaint-
ance with railway officials and makes friends of those with
whom he comes in contact. He has everj- qualification
to make a great success in his new venture.
G Under date of» New York, Sept. 1 , 1891, Arthur M. Pierce,
trustee, makes the following announcement: "The Dayton
Manufacturing Company having made full settlement and
purchased licenses, arc now authorized to manufacture and
sell "Classification," "Tail," or "Marker" lamps, common-
ly known as "Blizzard." "Tornado" and "Utility" locomo-
motive and train signal lamps, under nine letters patent to
Messrs. Huntington, Johnson, Armour, Gall and Madden.
The above named company, together with the firms named
in my circular letter of Junc'.^ind. IHIH, are the only parties
having rights to operate under the said patents, and I
instructed as trustee to promptly and vigorously prosecute
all infringers thereof. "
Harry Little, of the .lull Snow Plow Company, yielded
himself to the reporter for a Denver papcra few weeks ago,
and tilled up the young man with vivid and well con8truct<»d
stories of his accidents, sensations and escapes while run,
ning locomotives in the earlier days. Among other things,
Harry's memory, and imagination, working in corabina
tion, evolved the following:
One winter's night when the gi-ound was covered with
snow I was running my train at full speed through a f " "
station where a passenger train had sidetrackea to le
saw in a flash that in a
■ coach tilled with pass-
oughts as vividly as if it
' open valves of
vheels shoved
safe.
me mischievou;
novellete under the
that a tender wheel
track like that beat;
Little to patent the
The reporter was
saved that he didn't
Judging from the at
that the pumps sui
ed thei
I' li I jumped. My
' t ack and my leg
!■ rapidly moving
certain* death for
: •'{ how mv father
:i he saw me with
tlioughts and they
light and then the
he' track and I was
i fate brought the paper containing this
eye of George W. Morris, and he says
which can plow a pair of legs off the
3 any snow plow ever made and advises
scheme and sell it out for big money.
eridently so delighted that Harry was
: care what became of the passengers.
'tion of the tender wheels we presume
•ked them gently back to the tender,
SUPPLY TRADE NOTES.
■ li l'\'' \\ . .III.-, |.' i|M ;,■..! I ■ ill' Williams coupler,
■I I N 'I i: ■ ituilding, Chicago.
- . - i.een received by
i\ ii!:.i.i; .' I, .\|inl of this year.
.i.licd us to the eft'ect tliat the Gold
I - I ^..Id out or has consolidated with the
1 1 .. > i! I .11 Heating Co. We are authorized to
i.iiiL.;::,! dv!i\ the truth of the rumor and to state that
there are do negot.ialions on foot looking toward the sale or
consolidation of this company with the New York Safety
ny other concern.
Mr. Geo. W. McGuire, of the National Malleable Cast-
ings Co., made a very interesting display of track devices
in malleable iron before the road masters at Minneapolis.
— The Q. & C. Company was well represented at the
Minneapolis roadmasters convention. The Servis lie
plate is being ordered in great numbers by many roads.
—Messrs. Joyce, Crindland & Co. wery represented at
the roadmasters meeting in Minneapolis by G. W. Shrojer.
He distributed quantities of the hfteenth annual catalogue
of the company which contains cuts, descriptions, etc., of
the various jacks, vises, etc., manufactured by this well
managed and successful concern.
—The Ajax Forge Company destributed an exceedingly
neat little programme at the roadmasters convention in
Minneapolis. It gave the roster of officers, the order of
business, the hours of meeting, the subjects of report and
discussion, etc. Mr. EHicott, who super\ised the company's
interests at the convention, and his associates know how to
do these things "to the queen's taste."
—The Hinson Car Coupler Co., has secured the services
of Mr. Erskine R. MeiTel! of Chicago as general agent.
Mr. Men-ell ha-s been favorablj' known in railway circles
for years as the superintendent of transportation of the
Burton Stock Car Co., of Boston and Chicago. He was
formerly in railway employ and bi'ings a valuable experi-
ence to the Hinson Car Coupler Co.
—Mr. Frank J. Miller, hitherto representing the Michi.
gan Railway Supply Co. in the east, has now given the
western field and has opened up an oftlce at room 52T Phe-
nix building, Chicago.
— Mr. F. W. Stapf has accepted the position of manager
of the railroad and supply department of the Diamond
Anti-Friction Metal Co. of :« and :M South Clinton street.
Chicago. Mr. .Stapf was formerly master mechanic of
the O. & M., and theC. V. & C. Rys., and thus brings to his
new connection a thorough familiarity with the practice
and requirements of railway* shop work.
—The Fontaine signal, which was described in our i.ssuc
of April, 1»1I0, is now meeting with gratifying success in
service. Orders wee recently received from the New York
Central for 14 of these signals, making 21 now in use on
that road. Oi-ders for 10 wercalso recently received from
the Chicago & Alton Railroad, making 1" in all now in use
on that road. Three of them are now in service on the
Cincinnati, Hamilton & Dayton, near Cincinnati. Mr. H.
P. Fontaine, the son of the inventor of the signal, is now
representing the company in Chicago and the west.
—We regi-ct that we were unable to respond in pei-son to
an invitation to be present at a concert and sociable given
by the employes of the small tool department of the Pratt
& Whitney Co., at their new building at Hartford. The
pleasant affair which took place on ,rulv is was ii;
nature of a dedication of the new building. This building
is :t00x4."> ft. It is two stories and basement with ai
I treme height of 50 ft. The material is brick, with stone
' "liiiii'ii and .sUiio roof. The timbers arc of southern
l-'iiii , ,iuJ the floors arc 5 in. thick, with the top layer of 1
in. maple. The stone foundation is 30 in. thick, and the
brick work 24 in. on the first story and 20 in. and If. in. re-
spectively on the two upper stories. Sixty-seven feet from
th« entrance, running across the building, is a heavy fire
wall 12 in. thick, pierced with doorways which will be
closed with fire-proof doors. In the rear end of the base-
ment, which has a cemented fioor, is located the wash room,
with four large sinks arranged to give an independent
water supply to each man. Individual clothes lockers are
provided, one for each operative, with lock and key.
Power will be siipiilicd by a 70 horse power Harrisburg
ideal engine, !i i m li ,. m.. basement. The rest of this
part of the Inn I i^,-.l for general storage. All
the steel lis,-,] i. . , , _ i!s will be delivered and cut up
there. Tb.- Ki-i nn.r .m; !„■ occupied by machinery for
the general manufaeiuie nf small tools, of which the Pratt
& Whitney Co. make about 2,300 different kinds. The
front end of the second floor, south of the fire wall, will be
used for the storage of finished tools, of which the com-
pany carries a stock valued at about *12,5,00(). North of the
wall the floor space will be used for tempering, grinding
and general finishing. There are two elevators in the
building, one at the north end, run by steam, with a capac-
ity of 2,1 ; tons, and a hydraulic lift near the entrance at the
south end. The building will be in charge of James E.
Woodbridge, general superintendent of the small tools de-
partment, who is also one of the directors of the Pratt &
WTiitney Co.
—The National Uick Washer Co. has removed to its new
works at 6.t to "T Johnson street, Newark, N. J. These
works have been built and equipped by the company, and
can turn out 100,000 lock washers per day. The company
announces that during the four years of its existence it
has sold over .50,0(Hi,O0O washers for use in railroad tracks,
besides its sales for other uses.
—At least two railroads in this country have ordered sets
of Serve's ribbed boiler tubes and will soon test them in
locomotive service. This tube was described, and its ex-
cellent work given in considerable detail in the Raii.w.vy
Master Mechaxic of June, IS'Jl. Mr. C. W. Whitney, SI
Fulton street, N. Y., is sole agent foi- the United States
and Canada.
—The New York branch of the Niles Tool Works has a
new and fine location in the Electrical Exchange building
at the intersection of Liberty, Cedar and Washington
streets. The headquarters of the eastern department have
been removed from Philadelphia to the New York office.
Mr. W. L. Clark is district manager. A large stock of ma-
chine tools is carried at this office, the basement and
first floor being utilized. The space devoted to machines
on the first floor is spanned by a five ton traveling crane, by
which the heavy tools can be quickly and easily handled.
Mr. Clark also handles the wood-working machines of the
Berry & Orton Co.
—At the June conventions this year, Mr. Henry James,
agent of the railway department of the Parrott Varnish Co..
quietly distributed some verj- fine looking pocket knives
among the members and other friends of the company.
The handles of these knives arc of transparent celluloid
showing on one side underneath the celluloid a comfortable
looking but silent parrot, and on the other an exceedinglj*
shapely young woman, who is looking over her shoulder to
see where she left her clothes. "Jesse" James says that
it is a picture of Powers' Greek slave and that she was the
handsomest woman in the world. By little gifts like this a
varnish man when he represents, as in this case, a first-
class house, can keep the respect and even the esteem of
his fellow men.
—Mr. C. W. Higgins, of the Schuttler Mfg. Co., of Chi-
ca^'o, i-epre.sented at the ri'ecnt roadmasters' convention
till 'I" ill.' II' .I'l hi 1 ir.irU drill which was the center
III ' 'iiiiinasters. Ho and his exhibit
n I J hieh they achieved at the con-
Mill: III ii I'.ii" \l.i;. I 1-1 .lune. Mr. Higgins will naturally
look fer a >r""(i iiiaiiy orders from those whose approval
was so emphaticallj' expressed.
—Electric train lighting has been discussed at some length
in many of our railroad journals, and arguments in its favor
and against it have l)cen introduced from many sources.
Since 1870 the London, Brighton & South Coast Railway
has used electricity on nearly all of its passenger equip-
ment, and, as was generally supposed, to the. entire satis-
faction of the officials; but we learn that they have abol-
ished electricity entirely and are fitting all of their car-
riages with Pinlsch gas.
—Probably the biggest waste paper basket in New Eng-
land is the one invented and used by Mr. Bailey, the mana-
ger of E. Horton & Son, the well known chuck manufac-
turers at Windsor Locks, Conn. This monstrous structure
has inside dimensions of thi-ec by two feet and a depth of at
least 15 inches. One of its principal uses is to receive in
THE RAILV/AY MASTER MECHANIC.
s of trade paiwr
their unopened shrouds tin
have only a waste basket cii-LUlatiou. In this respect it is
iiDl merely a sepulchre— it is a whole cemetery. No copy of
the Railwav M,\stek Mechanic has ever been dropped
into its cavernous maw, Ttie circulation of this paper is
not of the waste basket kind.
—The Cushman Chuck Co.. of Hartford, Ct.. has just
issued its catalogue and price list. No. 12. It contains ex-
cellent cuts of the standard and special Cushman chucks,
rcvei-sible face plate jaws, etc. A number of special
chucks for cutting-off machines are illustrated. This cat-
alogue can be slip|>ed into a common business envelope,
and will be sent to any one on application. The goods of
this long estiiblished and high-class concern are kept in
stock by dealers in machinery in all the principal cities of
—The Wakefield Kattan Co. has been adding a large live
stoiy building to its plant in Chicago at Kobey street and
Blue Island avenue.
—In combining taste with the essentials of wtiat wn term
'-.strictly business" we think that Mr. Sam \ --^Tf-Th,
manufacturers" agent, of -ii South Canal -t r i
has succeeded far better than the avcra^-. i
This encomium is called forth by a little ». ji i .m i i,
let of cards issued by Mr. Smith giving thu names and
specialties oi the extensive line of Chicago agencies
which he controls. He has a very cno-ce line of specialties,
including the output of such firms as the Brown & Sharpe
Manufacturing Co., the Billings & Spencer Co., the Pratt
it Whitney Co., etc. This little pamphlet of Mr. Smith's
is about the cleanest and neatest exposition of a man's
connection that it has been our good fortune to
—We learn that the Gibbs steam coupler has been select-
ed for use by the Pennsylvania, Chicago, Rock Island &
Pacific, and PuUman Palace Car Co.
—The Van Dorston cushioned carrier iron, invented by
Mr. A. W. Van Dorston of car coupling fame, has been
placed in the hands of the Van Dorston Cushioned Carrier
Iron & Railway Supply Co., of Washington, D. C. This
company has issued a circular describing the carrier iron
and its uses, which circular may be obtained by addressing
the company at room -H, Washington Loan & Trust Com-
pany building, Washington, D. C.
OFFICIAL RAILWAY LIST..
Changes for the month of September. 1891.
Atlaxtii & Pac inc.— D. B. Robinson resigned the posi-
tion of ^oiicral manager and position abolished. D. R.
Gohfl ;ipi.r..ntr.,i er^iioi-al superintendent, with headquar-
ters al A,' . ;■, ..T','!.
.\, . I -ii:i:n.— The following officers have
buiii . ' ^ Hillingham, Houston, Tex., presi-
dciii . -\ N I. I ! . .\ustin, vice president; Edward B.
DilliiiL-naiii, M-vii 1.11 .1 and treasurer, New York.
BviTiMdiiK JiiOiiii. — P. Hayden appointed master me-
chanic at Piedmont, W. Va., shops. J. M. Graham ap-
pointed superintendent of Ohio and Midland di\'isions,
with headquarters at Newark, O., vice R. W. Baxter, re-
"'cai.i'-met & BiAE Isi.ASi).- M. M. Richey appointed
superintendent, with office at Chicago.
Cextuai. OF GEOttuiA — H. D. Dill appointed to succeed W.
W. StaiT, resigned, as suixn-intenaem iif main stem divis-
ion. Controller Edwanl .M. 1 1 i- i ~ . ,.d.
CuicAGo & Ekik.— T \ I, ; 111. d ma.ster me-
chanic at Huntington, li I KiiikU, resigned;
Superintendent F. E. .M. m , -^i^n-. ,uui succeeded by
A. M. Mozicr, supcrinlcuil. ;.; ii •.lius-i Nation.
CUKAOO. St. Pali. & Ka.\.-a» Cir v. -Trainmaster J. A.
Kellv promoted to position of division superintendent, M-ith
office at Kansas City. Oftlce of Train Dispatcher Wallace
moved from Des Moines, la., to Kansas City.
Cl.EVEl,ASI), CiNCISSATI, ChICAI.. I .V >l T-ii i CrlHsral
Agent E. F. Cost appointed assistii' iL-eut,
with headquarters at Chicago. .1 r i. : imrly
assistant chief engineer of Clev.i, 1 1 i _ \ alley
R., appointed to the same position w ' ' ■:.i-.i' ; [ii..
i Denver & Rio GitANiiE.-The resif;iiatiriiis (if President
D H. Moffat and General Manager S. T. Smith accepted
by the board of directors. J. T. Specr appointed to suc-
ceed B. S. Jossclyn, resigned, as car accountant.
I Denver, Lakewood & Goi.ues.— Charles Welch of Den-
1 vcr elected president. F. P. King elected general man-
ager.
Ei.MiKA, CtiiiTLAXn & NoiiTnERX.— Thomas liearsley,
Flint & Peke Maikjvette.— E. F. Weld appointed pur-
chasing agent, vice G. C.Cook, resigned. Headquarters at
Saginaw,Mich.
FoKT WoKTii & Rio Grande.— Charles H. Burke suc-
ceeds K.F. Whalen, resigned, as master mcchani<'.
International & Gkeat Noktherx.— Col. T. R. Bonner,
co-receiver, deceased; T. M. Campbell sole receiver with
hca<lquarter»at Palestine, Tex. The office of T. W. Parks,
superintendent of telegraph, removed l« Palestine. The
office of the late receiver, Bonner, at Tyler, abandoned.
John I'. Hayei-, reslgucj
perintoudeut of terminals at Louisville,
resigned.
Mai.in & N.ii;tiichx. — I. .\, Drocgo appointed superin-
tendent, with i ,,,■:-■ I'.aton, (ia.
Mk-'iiigan t ~ \ - I M vision Superintendent J.
H. Snyder api ;- lent of west and Joliet di-
visions and i: 1 :,;.-d assistant superintend-
ent of midiilr .ii,,~ Mr Snyder's headquarters at
Chicago and Mr. I-'isher's at ,l:iekson, MiQh,
Missouri, Kansas & Texas.— George Pollock appointed
Missouri PACiric— W. .1. Hill succeeds H. M. Smith, re-
signed, as assistant master mechanic of lines in Kansjrs
and Colorado, with headquarters at Osawatomie, Kan.
New York & New Exui.axu.— Albert Griggs, superin-
tendent of motive power, has resigned, and the i>ositiou
abolished.
New Orleans & Nortuwesterx.— C. H. Hammond, of
Kansas City, and W. D. Jenkins, of Natchez, appointed
joint receivers.
New York Cextral & Hunsox River.— J. N. Van
Wagner appointed superintendent of bridges of Hudson
Kiver division. A. F. Snyder succeeds him as roadmaster.
N'lurnEuN Pacific. — G. W. Vanderslice appointed super-
hieudeutot Manitoba division, vice F. E. Michaels, re-
Onio Valley.— W. K- .M'l- ii'i" 'i .i^i-- i- i super-
intendent with office ai I, : . I-, w 1 . hrid ap-
pointed car accountant n ' K
' WM NE &,Ciui-Ai,.i.— Chief Eugiucer N.
.\ iNG ifcKEXTutKV. — President Ches-
I 1,1 I - .1 s M. llinnipson appointed
■I iii.i'jii'. with iilirr at Atlanta, Ga.,
'■.■.] :ht:i.-_' - .pi'i-intcndent of Vir-
,,M W ,i-ii;iii:i"ii,^ iiljiii ill visions, with office
,1. \ li.e Thuiiiiisnii, iMiimoted. The posi-
svipiM'iinendent of motive power abolished,
1 nf J. M. Holt, general foreman of car re-
over the Central R. of Georgia's leased and
controlU'il rail lines. W- O. Charlton, jr., appointed
■i.f ( 'hatianiiiiL'a and Griffin division, with
I ' iii-i. I , 1 .,1 Office of assistant mas-
M, abolished.
GiU, of Ballimure, second vue i
Martinsville, third vice presideiil
G. W. Maslin, former i
islin, former supei
tre;isuvcr, R. D.
xelCo.— ll.M.
G. W. Peck, .M
?hUlips,
' P. Hawlrins, Clarkton,
, r^larkton, vice president:
—General Freight and Passenger Agent S. B. Pickens, dc-
SoiTnERN Pacific.^. L. Frazier appointed superintend-
ent of Truckee division, with headquarters at Wadsworth,
Nevada, to till ^ ■!■ u.i . it .-' il liy appointment of James
Agler to su|ii ' Shasta division, vice J. E.
Lindberg, asM-i - v -us. Mr. Agler's headquar-
ters will be tit 1 1
Texas & Pa- 11 1.- A s I t.'ti;;lass, division master me-
chanic at Big Springs, Tex., appointed to succeed M. W.
Elliott resigned, as superintendent of motive power, ma-
chinery and rolling stock.
Tf.xas Cr:NTHAJ..— Tliis road is now in possession of pur-
chtisirr •■■■tfiro Clint-'i- Fnmilton appointed general
ni;iii:r_i ■ I: ii ;' I ;■ ..i.i it.il 1,'encral freight and pas-
TOLF
Wil
ham appointed as re-
intendent.
-The following officers
V. Leonard; -vice presi-
,-, E. D. Usner, all of
have been eh . t- i ■ —
dent, E. N. Am.^ _'
Peoria.
Toledo, St. Luuit. Hi, Ka.n.~a.s Citv.— T. A. Hann appoint-
ed roadmaster of Toledo division in place of J. P. Smith,
transferred to St Ijouis division, vice I. O. Walker, re-
"""^es'tern- New York & Pennsylvania.- Auditor Wm.
L. Doyle, resigned. J. N. Reynolds appointed acting
auditor.
THK VKLI.UK VrONE: IMRK Ll>
S'urlhorn Pacilic Wondcrlaiul cmhi-a
head of navigation on the Mississippi, Duluth, Ash-
lainl and the Superiors at the head ot Lake Superior;
Colli
I'll. tUiiiil ami 111.' Willamette Valley, Gray's Harlxjr
ami I ily. \\illa|ia Harlxir and City of South Bend,
A'iclin-ia on \'aiieiiuvei'S Island, Alaska on the north,
and California on the south.
The Northern Paeifie runs two daily express trains
with dining car and complete Pullman service be-
tween St. Paul and Tacoma and Portland, via Helena
and Butte with through tourist and vestibuled Pull-
man sleepers from and to Chicago via the Wisconsin
t^entral, and first class through sleeping car service
in connection with the Chicago, Milwaukee & St.
Paul Railway.
Passengers from the cast l.a.n, ^ l.l.ili^inthe
forenoon and Chicago in Hh a . ■ . .ill make
close connections with the ni- i ■ it of St.
Paul at 11 a. m. following ila> : ManiLj . iiiia;,'0 at
night, connection will he made «iui uain Au. I. leav-
ing St. Paul 4:l.i the next afternoou.
Yellowstone Park season, .Tune 1 to Uctober 1.
District passenger agents ot the Northern Pacific
Railroad will take pleasure in supplying information,
rates, maps, time tables, etc. ' or application can be
made toChas. S. Fee, G. P. A., St. Paul, Minn.
Write to above address for the latest and best map
yet published of Alaska — just out.
EAS¥ TO REACH DIANITOi;.
A Pullman car now runs from Chicago to Manitou
Springs without change via the Santa Fe route. It
passes through Kansas City, Pueblo and Colorado
Springs. It leaves Dearboi-n station on the Denver
limited at six o'clock and reaches Manitou at half
|iti~t li^iii the second moi-ning. No other line can
1 '1. I till- accommodation. You must change cars on
i'uilmaQ Palace Cars are run by the Santa Fe route
without change from Chicago to Las Vegas Hot
Springs, Denver, Colorado Springs, Pueblo, Manitou
and many other Rocky Mountain summer resorts to
which excursion tickets are being sold at 212 Clark
street.
The Wisconsin Central and Northern Pacific lines
run through Pullman Vestibuled and Tourist Sleepers
between Chicago and Tacoma. Wash., and Portland,
Ore. The train known as the "Pacific Express" leaves
the Grand Central passenger station, at the corner of
Fifth avenue and Harrison street, at 10:45 p. m., daily.
For tickets, berths in Pullman or Tourist Sleepers
etc.. apply tx) Geo. K. Thompson, City Passenger and
Ticket Agent, 205 Clark street, or to F. J. Eddy,
Ticket .\.
Passe
Sta-
, Chi-
HSION TO CI1ICA<;0,
0,»1.
,ie Route Yvill on October «th. sell
Tickets to Chicago from all stations at
.»i.\p «K THK iMri':u srATi.;>.
A large, handsome Map of the United States, mounted
and suitable for office or home use, is issued by the
Burlington route. Copies will be mailed to any address
on receipt of twelve cents in postage by P. S. Eustis,
Gcn'l Pass. Agt., C, B. & Q. R. R., Chicago, III.
I'ou can oblai
by sending flfte
Pass. Agt, C, B
PLAVINO CARDS.
1 a pack of best quality
-n cents in postage to P. S.
& g. R. R., Chicago, III.
playing
Eustis
cards
Gen',
>iii'i.rxi:n ri> i>i'\ii'h<
THE RAILAVAY MASTER MECHANIC.
EDWIN N. LEWIS. Manager Business Department.
PDBLISHED MONTHLY BY THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the interest** of railway motive power, equipment
and maciiluery. Communications ou any topics suitatile to these
columns are solicited.
Prior to January 1. 1886, this journal was known as The Rail-
way Purchasing Aeent. It will still in its new and wider field be
adapted to the especial wants of all who purchase or influence
the purchase of railway supplies.
Subscription piice, $1*00 a year. AdvertisinK rates and details
conceiming circulation given ou application to the office by mail
VOL. VI.] CHICAGO, NOVEMBER, 1S9I. [NO.
A GOOD many mechanical engineers will heave a
sigh of relief at the news that the Manhattan Elevated
Railroad management has begun to put steel smoke
stacks on its engines. Why this company, which has
the very strongest motives for reducing the weight
of such parts of its locomotives in every possible way
jind to the greatest possible extent, should have
adopted at the beginning, and should have continued
to put on, clumsy cast iron stacks weighing 800 lbs. or
more when they might have used a shapely steel
stack of but little, if any, over 80 lbs. in weight, has
been a problem which no mechanical engineer has
been able to solve. As the work which these engines
were called upon to do became heavier it was found
necessary to strengthen several of their parts, notably
the frames, and the great problem has been to make
these desirable changes witnoul causing the total
weight of the engine to be greater than the elevated
structure could safely carry. The weight saved by
the change of stack can be profitably introduced else-
where on the engine.
In proportioning reversing and throttle levers
care should always Ije taken to get ample leverage so
that the engineer shall not be required to e.xert him-
self unduly. On engines having reversing shaft arms
of about equal length the distance from the reversing
lever fulcrum to the reach rod pin should be one-
half to one-third the length of the lever above that
point, depending on the size of the engine. A simple,
quickly moving steam or air reversing gear would be
a great boon to the engineer of the heavy modern
switchengine. With throttle levers, cranks, etc., sat-
isfactory results are obtained by so proportioning
the various connec aons that a pull of from .3.5 to 40
lbs. on the end of the lever is sufficient to lift the
valves, the friction of the stuffing box packing and
the pin joints being neglected when making the cal-
cuUitions. It should always be remembered when
designing throttle valves of large size that the
areas of circles vary as the squares of their diameters.
Although a difference in diameter, of say, i in.,
between the upper and lower valves of a moderate
sized throttle may not leave an excessive unbalanced
area, the same differem.-e in diameter in the case of
large valves is likely to cause far too gi-eat an in-
equality in area. For instance, suppose the upper
valve is .5 in. in diameter and the lower one 4 J in.,
the difference between the two areas is 19-li:i.5— 14-186
=5 •44!) sq. in.: but if the upi>er valve is 7 in. in
diameter and the lower one (ii In., the difference is
:!8-4»4— .30-679=7-80.5 sq. in. If 1.50 lbs. boiler
pressure is carried in each case there
would, with the smaller valves, be a
pressure of .5-44Hxl.50=817:!.5 lbs. to be overcome be-
fore the throttle could be ojiened, while with the
larger valves the pressure would be 7-805x150=
1170-75 lbs. or 353-4 lbs more.
The Western Railway Club, in taking up the ques-
tion of air brake practice, has done a good thing for
itself, and for all of those who are fortunate enough
to read its proceedings. There are many questions
arising from a consideration of the report presented
to the Master Car Builders' Association at the last
time, foi- a full consideration of these matters now
will doubtless lead to closer observation, so that at
the end of the year each man will be better posted
than would otherwise be the case. I'erhaps one of
the most impoi-lant questions which came up in the
discussion befoi-e this club was that of the limits of
piston travel. The report already mentioned advo-
cated 4 in. as a minimum and 8 in. for the maximum
travel. It is iiuite easy to see why such figures wei-e
proposed, as everyone knows it is very difficult to
keep the ])iston travel within the maximum limit,
especially in freight service. The brake becomes in-
effective when the piston travel is 12 in.; therefore,
if when the brakes are adjusted the piston travel is
made 4 in., it follows that the time which must elapse
before the brake will become ineffectual through ex-
ce^^s piston travel is greater than if the adjustment
had bi-oughl the piston travel to, say C in. If this
rule were followed the freight brakes would therefore
require less adjustment, and under present conditions
this is quite desirable. On the other hand, the wider
the variations in piston travel the greater will be the
differences in i-eservoir pressure when the air brakes
have been applied with full force, and consequently
the greater difficulty there will be in releasing the
bi-akes with the excess pressure provided on the
engine. It is thus evident that there are two sides to
the question. There can be no doubt but what the
idea brought out in the discussion, viz: that instead
of assigning maximum and minimum limits, an exact
piston travel should be made the rule, is the correct
theory, though it may be hard to follow it ont in
practice. In another part of this issue we give an
account of the proceedings of the September meeting
of the club;dui-ing which a paper on air brake practice
was presented and discussed at some length. At the
October meeting, which was recently held, the same
subject was discussed at much greater length and a
number of interesting points were brought out, to
which we will i-efer in another issue.
The committee of the Master Mechanics" Associa-
tion, which was appointed to make a report next year
on compound locomotives, recently met in Chicago to
map out its work. This committee is a very import-
ant one, and its work is such that, if properly done, as
it doubtless will be, the report will be of more value
to the association than anything else which it will
consider at its next convention. It is therefore very
encouraging to find that the committee has got to
work pi-omptly. It is quite certain that if any tests of
compound locomotives are to be made, every builder
or railroad man who has a compound locomotive
under his care will gladly assist the committee. By
the time that this committee presents its report to
the association there will doubtless be a large number
of compound locomotives in service, and the results
obtained and the experience which railroad men will
have with them, will.doubtless lead to a very interest-
ing discussion at the next annual convention, much of
which will be based on personal practical ex-
perience. There are many matters pertaining to
the compound locomotive which the committee
might -take up with profit to themselves, the
association and the raih-oads represented, but it is
probable that the average railroad man is interested
in the two leading questions— first, how much econ-
omy is there in compound locomotives in avei-age j
service/ and. second, granting that the economy ob-
tained is sufficient towarrsmt the introduction of com-
pound locomotives, which is the best general design?
These are broad questions that cannot be answered
without the consideration of much in the way of de-
tails, but the committee may feel very well satisfied
if they can prove conclusively that the compound
locomotive is superior to the simple engine in average
daily service, and can point to the reasons why. Not
that we believe such a matter is hard to prove, but
many railroad men will want proofs which ai-e unusu-
ally convincing before they will be wholly satisfied on
that point. It may be difficult to demonstrate frsm
practice that the economy in daily service is not off-
set by an increase in the cost of repairs, for all of the
engines have been in service but a short time. At
the >ume time much that has a bearing on this phase
of ilie siibject can deubtless be presented.
Manufacturixi; enterprises are now conducted
upon a much more scientific basis than formerly, and
numei'ous cases might be cited in which successful
business entei-pi-ises are based upon the labors of an
expert tempoi-arily employed to investigate and re-
port upon one or more important points connected
thei-ewilh. The practice of looking to experts for
opinions and facts bearing on such matters is becom-
ing more common, and is to be commended. There
are certain evils, howevei-, which should be carefully
avoided both by the experts imd those employing
them, among which is the publication of ambigu.ius
and Incomplete reports ovei- the signatui-e of such ex-
perts, especially if the report is in the nalui-e of a
comparison between the pi-oducls of various manufac-
turing firms. Our thoughts ai-e turned into this
channel by the reading of a report on emei-y wheels
which recently appeared over the signature
of several prominent experts well known foi-
their exactness and honesty of purpose. A
brief summary of the same appears in this
issue. The report alluded to is a comparison between
various emery wheels made in the interest of one
company. We have no reason whatever to doubt the
accuracy of the report, but as it practically condemns
every comijeting wheel but one, and yet mentions no
names but that of the company who employed the
experts and whose wheehaccording to the reports, led
all the others, it places all other firms in the position
of having their goods in ill-repute without the chai-ges
preferred being of such a definite nature as to be
answered. Now if many of the emery wheels on the
market are not safe to run, and the report says they
are not, users of them should be informed of it.
Human life is at stake and business interests should
take a back seat. But no— the public is calmly in
formed that very costly experiments, entirely beyond
the pocket books of nine-tenths of the users of emery
wheels, have demonstrated the fact that half the
wheels made can only be used at the peril of one's
life, and that the one wheel in whose interest the
investigation has been made is entirely safe,
and is the only one which the experts can mention by
name. So this report is spread broadcast, informing
the mechanical w-orld that if it uses a certain wheel,
operators thereon will be safe, but if it invests in
others it may get one exactly as safe, or it may get
one which will send the operator to kingdom come in
short order. The only way to know which is the safe
wheel is to try it— if it kills anybody it is one of the
unsafe wheels to which the report referred. Do the
experts feel satisfied to see such reports over their
signatures? Does the company not see that such
reports will never win the confidence of fair minded
men, no matter how true they may be?
IE THE PEXXIKS.
During the past two years most of our railroad sys-
tems have been practicing a rigoi-ous retrenchment,
not always out of choice, but out of necessity, due to
the falling off of business and the prevalence of ex-
ceedingly low rates. Most roads have had all they
could do to pay expenses and fixed charges, while the
luckless stockholder in lieu of dividends has bad to
quaiterly renew his supply of faith as the evidence of
gs hoped for but not seen. This retrenchment
has taken different forms on different roads. Forces
have been reduced in shops and on roadway, needed
improvements have either been postponed or carried
on piecemeal so as to make the monthly expenses fit
the monthly earnings, ti-ain service has been cut down,
operating expenses generally have been dissected and
scrutinized in detail, in addition to which some of our
leading systems have cut down their supply of mater-
ial on hand to the lowest limit consistent with safely
and ordered anew fiom month to month as actually
needed, thus literally living ti-om hand U> mouth.
Thanks to the bountiful crops of all kinds vouch-
safed to us this year by an all-kind providence oui
railroads are about to undergo a sudden transition
and whereas not long ago they had for the most part
power and ears enough and to spare, our larger sys-
16-2
THE RAIL^VAY MASTER MECHANIC.
XOVEXEER, 1S91
tema are now finding it necessary to add to their mo-
tive power and equipment, realizing that their re-
sources will shortly be taxed to the utmost to move
the enormous crops of grain, cotton, roots and
livestock that will have to be marketed. In addition
to this the prudent manager is bending all his ener
gies toward the placing of his roadbed and bridges
in good condition for a heavy printer's traffic, over
hauling engines and cars for the busy season close at
hand.
Xow is the time foi' officers and men to co-operate
as never before to keep down expenses, to get along
with as little help and material as possible consist-
ent, of course, with good track and efficient power i to
the end that the large earnings of the near future may
not be swallowed up in increased expenses, but made
available for the payment of dividends to weary,
waiting, worn-out stockholders. How can this desir-
able result best be attained':' Xot by adding to the
length of the payroll one name that does not repre-
sent an actual living necessity; not by working
bodies of men without reliable andelTectiveoversight;
not by undertaking work that has been only half
planned, to find when well unlei-way that the location
is unsuitable, the plan faulty or tho material not on
the ground, thus making necessary the abandonment
of the work and the transfoi- of men and tools to
other places, involving unnecessary loss: not by the
extravagant ordering of material or supplies, nor by
leaving material like crossing plates, fence posts and
bridge stringers to rot on the ground. To make the
most of the improved situation all hands should unite
in a determined effort to employ no additional help
except such as becomes absolutely necessary: to insist
on such foremanship as will prevent waste of time: to
have no work undertaken until it is well planned,
worked out in detail, and the necessary material on
the ground : to have quantities and estimates carefully
figured and no material ordered that is not actually
needed: to have all surplus material picked up and
returned to store as fast as each building is completed
Let it be borne in mind that not a spike can be
covered up, a board left to decay, nor a piece of iron
left to rust without inflicting direct loss on the (
pany owning it. How often do we see in our travels
such material scattered along the right of way: links,
pins, spikes and bolts half covered bv dirt strewn
along track or down embankments: grain doors, coal
doors, bull chains and what not hidden away under
depot buildings or platforms, and scrap iron thick as
the autumn leaves of the forest around shop yards,
repair tracks and in gi'eater or smaller quantities
along our lines of railways. Some of our railroads
have a small dividend tied up in material, new and
old, that is scattered along the line, not only out of
use but some of it actually suffering for want of proper
care. Hereafter railroads will be rated much as bus-
ness men and other corporations are,not by the money
they make so much as by the money they save.
And yet. how many offices, shops and working gangs |
are there where no such shirkei' from work is to be
found? The clerks who watch the clock aud never
offer to do anything outside of office hours: the shop-
man who drops the hammer half raised for a stroke
when the whistle blows: the employe who works best
when the foreman is close at hand— these classes are
found everywhere.
If the employer who cuts down wages and pays his
employes the very least that he can is to be blamed,
should not equal fault be found with the employe who
cuts down work and does just as little as he can and
yet keeps his position and draws his pay? Are they
not both in one class?
The number of people who really enjoy work is
comparatively small. That is the reason why the
great majority of men never amount to very much.
That is what gives the few a chance to rise and win
the higher rewards of labor. The man who finds
genuine pleasure in doing what he has to do, has a
double advantage over those who work simply because
they cannot get wages except by work, and who do
not care to perform more than enough labor to secure
the wages. In the first place he gets steady enjoy-
ment in the mere doing of his work; he puts mind
and feeling into the dryness of making entries in
books, into the turning up of material in the lathe,
into the running of his locomotive, or the keeping up
of its steam — whatever he has to do becomes interest-
ing to him and in doing it well there is a distinct
pleasure; and in the second place he becomes the
master of his business, and sooner or later gets to be
recognized as such. The reputation of being a "first
class" man is both enjoyment and reward. And if he
proves to have the faculty of managing men he will
get promotion and increased pay. It is from the
classes who really like work that promotions ai'e
generally made — not from watchers of the clock, stick-
lers for hours of work; or those who are hustlers from
the place of labor but laggards toward it. There are
exceotions, of course, but as a rule it is the best man
who wins.and not he who searches for,and rejoices in,
"soft snaps."
'•SOFT SX-1
AM> HARD HOKK.
In a smoking <ar on a Michigan railroad, recently,
a young fellow was telling in a voice avidible to all the
passengers what desirable places the Bay City ship-
yards were to work in. He said that the gangs of
workmen were so large that the foreman could not
possibly keep in view each person and notice whether
he was doing his work, and that, consequently, it a
f«llow was smart and shifted his place in the gang
pretty often he could get through the day almost
without working at all. "Why," said he with gleeful
boasting, "sometimes I did'nt drive but two spikes in
half a day. I just watched the foreman, and he never
got on to me at all. It was such a soft snap!"
We hear a good deal of the ways in which capital
oppresses labor, and not much of the ways in which
labor cheats capital. But the labor i)roblem cannot
be fairly discussed— it cannot even be fairly stated—
unless both those facts are admitted to exist. If on
one side many employers are constantly endeavoring
»o get a little more from labor than is strictly just, it
is equally tiue that, on the other side, many employes
are constantly trying to give as little work as possible
tor a given amount of pay. The worthless workman
in the Bay City ship-yard may be an extreme case,
LEXGTHKNIXG FIKF, BOXES.
Enough attention does not seem to be given to the
question of lengthening locomotive fire-boxes when
nes are in the shop for repairs. There are many
old locomotives in service to-day whose grates are
much too small and could be enlarged with advantage,
but the needs of the service often urge the master
mechanic into getting such an engine through the
shops as quickly as possible, and as a consequence no
more work is expended upon it than is absolutely
necessary to enable the machine to get upon the road
again and handle trains. A master mechanic will
say that he would like to put in a large box, and
knows that savings would be made in fuel by so doing,
but as he is expected to make matters run as cheaply
as possible, he decides not to make the outlay.
The importance of a?tion in this direction is, we
fear, not fully comprehended by our master mechan-
ics, for while modern practice recognizes the value of
grate area, and recent engines are generally well pro-
vided for in this respect, there is too much of a dis-
position to hang on to the smaller boxes in engines of
the older types. It is considered that, as it will only
be a comparatively small number of years before they
will be torn up, it is not worth while to maka perma-
nent improvements ot the character referred to. The
fact remains, however, that many of these engines
which are going into the scrap heap in a "year or
two," manage to hang on foi' a good many years, re-
maining extravagant coal users to the end. We can
point to one or more roads at present on which the
coal bill is much larger than it should be, owing to
this fault.
One trouble is that master mechanics, as a rule, do
not busy themselves with what maybe called thecom'
mercial aspect of the matter, and do not sufficiently
calculate the relation between the cost of lengthei
out the fire-boxes and the saving that the decreased
amount spent for coal represents as interest upon
capital invested. The treasury department of a road
figures closely upon all matters of finance, so as to
save even 1 per cent, on any class ot bonds, and the
management is generally willing to make a consider-
able outlay in improved alignment and reduced
grades, if a fair saving in interest upon the amount so
expended per year can be made thereby in reduction
of operating expenses. The same class of reasoning
should guide the work done in the shops. It may be
interesting, therefore, to examine a little into the
ratio between the cost of doing such work and the
saving that will be effected thereby.
When an engine of the ordinary eight wheeled
type is in shops the following work will be necessary
in lengthening the fire-box; It the old box is consid-
ered good enough to use again, the mud ring can be
lengthened and strips of the requisite width can be
put on the side, and crown sheets and additional
crown bars added. It would be better as a rule, how-
ever, to put in an entirely new box, as there will be
much less chance of corrosion and leakage. The
frames and side rods will usually have to be length-
ened, as will also the wagon top part ot the boiler.
The cost of doing this work complete will be, say $200,
if no new box is put in, and •*400 if we put in an
entirely new box. This would represent, therefore,
a capital invested, at the utmost, ot $400.
Let us suppose that the saving from this extension
is 10 per cent, ot coal in an engine which has been
using at the rate of ISO tons per month. This would
be 18 tons, which at $r.50 per ton, which is a fair
price tor bituminous coal, would make $27 per month,
or $324 per year, being 81 per cent, per year on our
largest amount of capital invested due to the change.
Taking ."i per cent. , which is a fair average tor the
amount money is supposed to be worth in railway en-
terprises, we would have a figure of $6,480 as our sav-
ing capitalized. The figure of 10 per cent, as a sav-
ing in fuel is a very moderate one, as such changes
have, as tar as our own experience goes, amounted to
nearer 25 per cent. When the fire-box capacity of an
engine is not quite large enough, there is always
overfiring on the part of the fireman. Twenty-five
per cent, would represent a saving ot $66*50 per
month, $798 per year, or 5 per cent, interest on $15,-
960. It will, therefore, be seen that this change will
be a profitable one to make, even if the engine only
runs two or three years before rebuilding, for if
the economy in fuel is but 10 per cent, and the engine
runs only two years before rebuilding, the saving
effected will more than reimburse the company for
the outlay and the interest on the same. The engine
will, in addition to the coal saving, give more satisfac-
tory service on the road.
These figures will, we hope, serve as a lesson to
some of our master mechanics who are sometimes en-
larging the cylinders and letting their engines go
over the road with short boxes, heavy fires and
choked up exhaust nozzles, thus presenting a most
expensive and inefficient combination, while they
think the road is too poor to stand the expense of
lengthening the boxes. A reformation is needed in
many quarters in this respect, and we hope that we
may have presented the matter in a sufficiently clear
shape to impress some of our mechanical friends with
its importance.
It sometimes happens, through the press of service,
or from the reason that the engine having the short
box is to be thoroughly rebuilt at a comparatively
early day, that it is expedient to continue the use of
such short box temporarily. We can mention a case
where a mogul engine, having a short box, was merely
given an extension front end, straight stack, brick arch
and larger exhaust nozzles, the intention being in a year
to run it as a switch engine for which the short box
would not be so disadvantageous. In such cases,
however, we would always put in a brick arch and
maintain the same in good condition, and supply the
requisite amount ot air abo%-e the fire. We have seen
so many instances where comparatively good work
has been made by engines with short boxes through
these changes, that we have no hesitation in advocat-
ing them to the fullest extent. The brick arch, or
water table, plays an especially important part in the
short box, as the flameway is very short, and the ad-
ditional amount of air above the fire enables a better
■November, 1891
THE RAIL\VAY MASTER MECHANIC.
163
union of oxygen and the gases driven from tlie coal,
in the comparatively short distance that we have for
their consumption before reaching the Hues.
TKSTIN<i
Vri"LI.4NCKS
Among our communications this month will bo
found one in which the necessity of "an intelligent
series of e.\perimental tests, conducted on a large scale
and covering asutticient period of lime to eliminate all
errors" is commented upon. The text for the com-
munication was furnished by the railway superintend-
ent*) at their recent convention, and some of the
railway journals have also seen fit to take up the
subject at more or less length. There can bo no
doubt as to the value of the idea, and if there is a
pi-actical way of carrying it out, it may be a great
l)onefit to the railroads throughout the country; but
we are by no means cei-tain that the lienefits will
come in the way they appear to be expected.
It is urged in behalf of such a plan that railroads
might associate themselves together on some basis
by which any appliances to be tested might be tried
upon certain roads and the i-osults accepted by all,
while other devices would tx! given a trial on some of
the other roads associated together in this worlf and
the results also made known for the benefit of those
who would enter the agreement. In this way one
road would not need to duplicate the tests already
made by others, as is now frequently the case, and
the expense of the investigations, as a whole, would
would be very much less than at present. It is also
claimed that the inventors would benefit thereby, as
their devices would then receive a fair trial. We
fear that the inventor is receiving too much atten-
tion in the discussion of the plan, and if, in the prac-
tical conducting of experimental work on such
lines, he should receive the same al-
attention, the associating of railroads for
exjierimenting would be a dismal failure. Matters
to-day are not half as bad for the inventor as some
suppose. Notwithstanding all that is said to the con-
trary, it is a facu that any inventor, who has a device
or real merit which has been worked up in such shape
that there is a fair prospect of its success, will not
have to look far for an opportunity of giving his
device a fair trial in actual practice. Those who con-
ceive an ideaand, without getting it into any practical
shape or attempting to study the conditions to be met
in actual service, try to introduce it in its crude form,
find that the ways of the inventor — like the trans-
gressor—are hard. And such an one is a transgressor,
for he wastes his own and other people's time, dissi-
pates a great amount of patience for which good use
could have been found, and generally violates many Of
the laws of mechanics.
As the inventor who is really practical does not
need the assistance of such a "testing association," if
we may use the term, he may as well be dropped out
of consideration, and the question confined to its
proper limits, namely, the value to the railroads of
such concerted action, and the difficulties in the way
of obtaining it. To make such an arrangement satis-
factory to all who may become parties to it, the work
of testing must be pretty evenly distributed among
the various roads, and ali of them must have men
capable of making an accurate test and having time
for the work. This is not the case at present, and as
progressive roads will not accept, as conclusive, results
contrary to their good judgment and obtained by
slip-shod methods, we are confronted with a difficulty
of considerable magnitude in this direction.
Then again, however small or large may be the
number of roads which would enter into such a plan,
the benefits must be given to the whole railway
world. It would be impossible, even if desirable, to
keep these results for the benefit of the few, and no
argument tor the plan can be based on such a supposi-
tion. It is also very doubtful if the actual saving to
Ix; accomplished by having one road do all the testing
necessary to establish the merits or demerits of any
device or invention, is as great as at first sight it
appears to be. It is only by practical oi)eration for a
considerable length of time, and under various con-
ditions, that the value of adevice which needs testing
can be fully demonstrated. Certain it is that those
devices in which private parties are interested, and
by whom they are being pushed, can be tested as
cheaply by the railroads (and in the interest of the
latter) if the experiments are conducted on several
roads at about the same time.
As to those numerous unpatented and much dis-
cussed arrangements, materialsand devices, such, for
instance, as extension arches, exhaust nozzles and
pipes, stacks, fire- brick arches, axle materials, wood
or metal brake beams, and many other things which
might be mentioned, they certainly present a good
field for investigation, notwithstanding thai imicli
wind and printer's ink have been i-.\p. ml. il ij|nMi
them; and if some one will find a way by »in. h ih. s,
subjects can be settled and shelved, it will pjuvr a
blessing to the railroads in many ways. Rut if the
mechanical atsccialions now in'oxislence have not
done it, or cannot succeed in doing it by incorporating
the results of original investigations and tests into
their reports, in place i^f some of the badly digested
answers to circular letters which occasionally find
their way into those documents, there is no liope of
a new association achieving the desired result. Let
each of the various railway associations now in ex-
istence see that its work is of the proper character,
and there will be little need of roads associating to-
gether for testing ])iu'poses. We believe that the re-
sults aimed at in the plan under discussion are good,
but there appears to us to be no sufficient rciison why
these results should not be sought through the
associations now in existence.
NOTES OF THE MONTH.
The Pratt & Whitney Company have advised the
secretary of the Master Car Builders' Association
that orders had been received for only 12 sets of coup-
ler gauges up to October 17, six of which are for rail-
road companies and six for coupler companies. Inas-
much as the preparation of the tools and fi.xtures re-
quired to make these gauges accurately involvescon-
siderable expenditure, so that the manufacturing
company does not feel justified in incurring all this
expense until orders have been received for 50 sets of
gauges, the raombei-s of the association should see
that they give the matter consideration; if they will
need one or more sets of these gauges, they should
place the order soon, so that tools may be prepared
and gauges furnished.
The Pennsylvania Railroad will soon possess five
heavy compound freight locomotives of the
Vauclain type.As soon as completed these engines will
be put in service with standard locomotives of the
same class and doing exactly the same kind of work
and very careful records of the performance of both
classes of engines will be kept. It is expected that if
the results show the compounds to be sufficiently
economical to warrant it, a large numtjer of them will
be used on that road. The records of four or five
compounds in actual service on the one road and com-
pared with numerous simple engines, are naturally
more reliable and satisfactory than those of a solitary
compound engine, and if the average results of five
compounds on the Pennsylvania show them to Iw de-
cidedly moi-e economical than simple engines of the
same genci'al type one of the best arguments that
an be introduced in tlieir favor will be iiresented. It
v'M effectually settle the arguments of those who
claim that most of the compounds thus far placed in
service have shown economy because they were
treated with great jjartiality, for it is hardly probable
that a number of compounds all introduced at the
same time would receive the wonderful care which
some are disposed to think has been given in those
cases where but one engine of this kind has been
placed in service on a road.
For a year or more the Wagner Palace Car Com.
pany have been using an improved method of framing
the ends of their sleeping and parlor cars, by which
they are greatly strengthened and incr.iased resist-
ance olTered to telescoping. The improvement is also
to be used by the Lake Shore & Michigan Southi
road in a number of coaches which they are going to
have built, and it will probably become their standard.
The Michigan Central road is also building a number
of cars in which the same design is used. It consists
engthening the side sills by plates fastened to
their inner faces, and extending from the end sills to
point some distance beyond the bolsters, thus pre-
enting the sills from breaking over the latter. The
end sill of tlie car is also strengthened by a similar
plate which is inserted between two i)ieces of timber
which thus form what might be called a "sandwich"
end sill. In some cases we believe the plate is put on
the inside of the ordinary wooden end sill. The end
of the car 'above the door) is also strengthened
rn. The .-..III. r and door posts and intermediate
|ila...l liriiv.-cn them are made of heavy bar
.laii-il .(l^'i-u ise, each end of which is twisted a
er turn, so as to Ijo secured to the iron plates
above and below. These posts have wooden strips
bolted to them, to which the U5ual woodwork is
secured. There are thus provided at each end of the
car six iron posts which present a great resistance to
shearing at the end sill, or to yielding in a-iy way, so
that if one platform rises above another it will re-
quire a great force to cause the cars to telescope. The
arrangement will doubtless prove a very effii-ient pro-
tection in many cases, though on the other hand there
will be accidents in which the forces at work are
sufficient to overcome this or any other similar pro-
vision against telercoping. We do not mean by this,
however, to detract from the merits of the design,
for it is a vast improvement over the more common
ways of putting in the framing of passenger coaches.
The problem of air navigation is now receiving the
attention of mechanical engineers of ability and high
standing, and the frequency with wliicli articles on
the subject appear in newspapers and periodicals in-
dicates a general interest in the subject on the part
of the public. A very readable article by Mr. O.
Chanute in the Engineering Magazine for October,
briefly d.isci'ibes the progress made in this field l>y
inventors in France, England and Australia, and
gives illustrations of several Hying machines which
have done more or less Hying. In the October Cen-
tury .Magazine. Mr. Hiram Maxim, inventor of the
Maxim automatic gun, makes publii^ important data
obtained by himself by long and costly experiments.
The theory that structures which will rise and float
in the air by their own lightness, can be propelled
and guided, seems to b3 falling into disfavor and
nearly all the inventors whose work has come to the
knowledge of the public are endeavoring to produce
machines which will rise into the air and propel
iselves through it by force, as all birds fly. The
effort is to secure the greatest possible power with
the least possible weight. Mr. Maxim announces
that he has succeeded in developing 100 h. p. with
a boiler and engine weighing 18(X) lbs. and believes
that he can get 200 and even .100 h. p. from the ap-
paratus. The Ijoiler carries 200 lbs. pressure, and is
heated by 45,0110 jets burning fuel gas. With such
irkable proportion of weight to power now actu-
ally reached, it is quite possible that air navigation
11 be "a thing of use and want" before the end of
is century.
The promoters of elcctrii
;u3vocate£ of the uiuI'il't""
are almost invai-ialil> finn
overhead wires anil iinli,\
rent to the cars. Tlieic c;
these opinions and beliefs
reet railways are not
MNleiTis, so-called, but
' III- in favor of the
!■ rniidueting the cur-
-■ little doubt but that
due to the fact that
electric railways first supplanted horse railroads
where the traffic was comparatively light, and that in
closely populated districts cable power has been a
strong competitor of the electric railway. As
electricians were kept exceedingly busy equipping
lines on which the traffic was moderate and where
the ijojjulation was such as would permit of overhead
wires, it is but natural that they should thus far have
made but little attempt to meet the demands for an
underground system. Hut that such a system must
come t« the front sooner or later there can be no
doubt, and we fear that some of the argimients now
advanced against its introduction, will, ere long, be
161
THE RAILWAY MASTER MECHANIC.
KOVEMBEB, 1891
considered for less wise than they are to-day. In a
paper read recently before one of the street railway
associations Mr. .T. X. Beckley demonstrated that he
was capable of taking a very broad view of the gen-
eral situation so far as the competition between the
horse, electricity and cable power was concerned.
When, however, it comes to the various methods of
electric propulsion his remarks are open to
some criticisn:. He says: "It must be conceded
that poles, however shapely, and wires, however well
put up, do not improve the appearance of city
streets, but quite the contrary. But e.xperience has
shown that except as poles be set and wires strung,
electric roads cannot be made a commercial success,
and, therefore, without poles and wires electric rail-
roads win not be operated. Hence the question pre-
sented to the people of a city where the population
is not large enough to sustain a cable railroad on a
given line is this: Shall we have rapid transit by
electric motive power and waive the sentimental objec-
tion to the maintenance of a few light wires 18 or 20
ft above the surface of the street, or shall we have
slow transit by horse power with its many disad
tages and disagreeable accompaniments, and be rid of
the wires? The question is being answered almost
every day in the towns and cities of our country in
favor of electric rapid transit." Mr. Beckley's
opinions are entitled to considerable weight, but,
nevertheless, mechanical engineers and railway men
In general will not be satisfied on this subject until
they are shown clearly why it is that cable rail-
ways, with such great first cost as compared with
electric roads, can be made a commercial success in
those very cases where electricity, if employed, must
be carried in an underground circuit. Surely it shows
that while the electric road, as now constructed, is
much cheaper than the cable, the former can be in-
creased in cost sufficiently to permit the introduction
of an underground system without any more danger
of a commercial failure than the cable railway of to-
day when operated in localities that are thickly
settled.
A good opportunity for observing the wear of M. C.
B. couplers has been afforded by the Barnum &
Bailey circus train which was equipped with the
Robert-Eastwick coupler early in the spring. This
train consisted of 64 cars, most of which are about «0
feet long. They are all equipped with air brakes and
the train is usually run in three sections, each con-
sisting of from 2U to 25 cars. As a rule two engines
are required to haul each section. The cars being
kept together and not used ia connection with the
link and pin an excellent chance is obtained for ob-
serving the wear of the couplers upon each other.
Since equipped with M. C. B. couplers the ears men-
tioned have traveled over 8,00(3 miles. The wear on
the inside face of the knuckle is hardly perceptible,
it being not more than one-sixty-fourth of an inch.
The wear on the guard arm is even less, being su
small as to make it impossible to measure it. The
greatest wear is at the tail of the knuckle where
bears against the locking pin, and even at this point
it does not exceed one-sixty-fourth of an Inch and
makes no appreciable difference in the position of the
knuckle when locked.
In a viryinUictlirg lajtr tn "The Compound
Principle in the Transmission of Power by Com-
pressed Air," read by Prof. A. P. Elliott before the
mechanical section of the British Institute, the au-
thor proposed to minimize the loss due to the heat
arising from the compression by diviaing it into sev-
eral successive stages: the method being very similar
to that of compounding in steam cylinders, except
that it is in the reverse direction. It is proposed
that each receiver between the air cylinders shall be
provided with a cooling arrangement by wljich the
air within it shall be reduced to the normal before it
enters the next cylinder and is subjected to further
compression. Prof. Elliott says that the result to be
expected from this arrangement is a substantial
gain in etficiency when the same pressure is obtained,
or, if the efficiency is to remain the same, a higher
])ressure and a decrease in the size of the plant. He
believes that surface cooling in the receivers is the
best plan, as there would then be no trouble with the
lormation of ice in the passages of the motor. To illus-
trate the value of the principle he advocates the
author makes a number of calculations for a case in
which the pressure to be obtained is 90 lbs. absolute,
and in these calculations he takes for his allowance
for all losses the same figures which were determined
from a very thorough test of the machinei-y which is
at present in operation in Paris. Assuming the
efficiency of the system to be the ratio of the indi-
cated horse power in the motor cylinders to that in
the steam cylinders in the compressor, the following
figures were given as the result: A simple com-
pressor and simple motor would have 3ii-l per cent,
efficiency: the compressor compoimded and a simple
motor would have -14'9 per cent, of efficiency: a com-
pound compressor and a compound motor 50-7 per
cent.; and a triple compressor and a
triple motor 55'3 per cent. If these figures are cor-
rect it is evident that considerable economy is to be
obtained by using this method of compressing the air
which is th2ore!,ieally more perfect; and by also em-
ploying .several expansions in utilizing the power
thus stored the greatest economy is produced.
In a recent test of the power of the .Tohnstone loco-
motive as it passed ovcr the Southern Pacific road,
some ver^' long trains were handled with air brakes,
and one of them was doubtless the longest air braked
train that has ever been hauled. When the engine
ran between Albuquerque and San Marcial it hauled
a train consisting of 52 cars, and it passed over many
25 ft. grades. In passing from San Marcial to El
Paso, however, the greatest train, that of l>3 cars, was
hauled. All these cars were equipped with air and
doubtless formed the longest train ever controlled by
air. The engine was equipped with the largest type
of the Xew York Air Brake Company's duplex pump,
and it is stated that the regular pressure of 70 lbs.
was easily maintained, there being no time in which
a deficiency of air existed.
Mr. H. C. Hodges of Detroit, who is prominently
connected with the Detroit Lubricator Company, has
designed a steel freight car, lis feet long, and weigh-
ing 40.000 lbs. Its capacity is 60 tons, and it has a
center truck. There are two doors on each side, so
placed that when the car is alongside a freight house
platform for loading or unloading, they occupy the
same position as the doors in two ordinary freight
cars. Mr. Hodges argues that the great obstacle to
the adoDtion of steel construction in freight cars is
the considerable increase in first cost. This objection
he claims is met by a car which will carry a load equal
to *,hat of two ordinary cars, but will cost and weigh
much less, and will not increase the strain on rails or
bridges. Such a car would not, of course, be suitable
for local traffic, but would be used in "through" traf-
fic for the transportation of grain, cattle etc.
Mr. Hodges has for some years been perfecting a
system of construction for cars, roofs, bridges, etc.,
in which steel Z beams, and steel or iron tubes are
used, either separately or in combination. He has
worked out his ideas with ingenuity and carefulness.
By using two / beams to form a channel beam, he not
only uses a form of structural steel cheaper than
channel beams, but also, it is claimed, secures other
important advantages. A device for holding metallic
tubes in position in cai- and i-oof framing has been
patented by him.
At the Jackson shops of the Michigan Central
Railroad five 10-wheel passenger engines, similar in
design to those now in use on that road, are being
cmstructed. The weight upon the drivers will be
94,000 lbs., and the total weight, in
working order, including the tender, will
be something over l.so.OTO lbs. The driving
wheels will be 68 in. in diameter. The boilers for
these locomotives are to be furnished by the
Schenectady locomotive works. Two engines sim-
ilar to the above are also being constructed at the St.
Thomas shops of the Michigan Central.
report, dated September 9, 1891, of a prolonged
and api)ar6ntiy very thorough comparative test of
emery wheels, made by Messrs. Coleman Sellers, J. E.
Denton and Alfred R. Wolff, has been sent out by the
Tanite Company, of Stroudsburg, Pa. the tests ex-
tended through two years and included the emery
wheels of 15 different manufacturers. The committee
says that at a very early stage of its investigations it
decided that hand testing, and the personal factor in-
separable from it, must be done away with. They
also found all existing testing machines unsatisfactory.
and with the assistance of Prof. Webb, of Stevens In-
stitute, constructed a new machine, which was ap-
proved by all parties concerned. This machine
brought the wheel and work together by definite and
measurable pressure, and presented no obstacle to the
free wear of both. The wear could not be influenced
by those who operated the machine. It was agreed
that a good emery wheel should combine the follow-
ing qualities: Safety under all conditions of use and
misuse; rapidity of cut; free cutting at moderate pres-
sures: reasonable amounts of wheel loss and of power
consumption: evenness of wear; general staying qual-
ity and reliability under the widest range of circum-
stances. The wheels were bought by the committee
and the tests were made at the Stevens Institute, the
grinding being done on cast iron bars supplied by one
founder, and as similar as possible in size and quality.
Three pressures were used, viz: 42, 60 and 100 lbs. Sev-
eral thousand separate tests were made, andexactdata
were recorded of each one. The committee says:
"Of the 15 varieties 6 were found too unsafe to war-
rant their general use— 57 per cent, of them bursting
under the same conditions which other wheels passed
through uninjured. Eleven varieties, including the
six unsafe ones, were found to be such slow cutters
that the average metal removal of 10 of them was less
than the general average of all the wheels. Of the
15 varieties only 4 were found to be rapid cutters. Of
these one wore so rapidly that the cost of its rapid
cut was unreasonable. Of the three safe and satis-
factory wheels one worked at a greater cost than
either of the other two." Of the two wheels the com-
mittee says that further trials will be necessary to
determine their relative value. The preliminary
report does not state whether wheels of the same
class, or those designed for the same kind of work,
were tested against each other. This, of course,
w6uld be an essential element in perfectly fair tests,
as it would be unfair to run the knife grinding wheel
of one maker against one of another manufacturer de-
signed for use in the foundry. The announcement
that the wheels of several makers were unsafe
to run is a startling one and should lead purchasers
to use great care in selecting wheels. It is a ques-
tion whether the committee ought not to name
the concerns whose wheels were found dangerous to
A CUKIOSITY IN SAFETY APPLIANCES.
Eobinson'3 Patent Locomotive, Self Adjaating, Parabolic
Wheel Sleigh.
This unique iuventiou was patented by Moses Robinson
April 14, 1S5;J. The letter press of the patent itself is as
much a curiosity as the track brake which Mr. Robinson
calls a sleigh. The brake is shown in the cut above, but
the letter press is too long to reproduce here in full, not
withstanding it has merit ; the following, however, are the
sahent points:
Ml'. Robinson tells us his brake is " constructed on the
principle that gravity, friction, and the angle of inclination
at which iron shps upon iron (other things being equal) are
constant quantities." Then follows a description of the
"parabolic wheel sleigh." This "confidence-giving and
life-securing power" is placed in fi-ont of the leading wheels
of the engine; it is held up by a pawl or hook and can be
let down upon the tr,ick by cither the engineer or guaj-d
or from front or rear of train, but to "secure promptness
in appUcation" he provides a lookout seat, or sedan, in-
front of the smoke box. This sedan is to be "stuffed with
wool and lined with coarse woolen cloth — not for luxury,
however, but as a non-conductor of heat, the whole care-
fully finished, painted and varnished." The furniiuro of
the sedau lookout is to consist of a telescope, a signal or
search lamp "to show and search along curves" with shades
for signaling purposes, and a code of signals. Then antici-
pating the train air signal, which has so recently been
adopted by the principal railroads in this country, he de
scribes a mechanical wind whistle placed upon the top of
the sedan "to serve for sending conventional signals to the
engineer in case of approaching danger or the accidental
falling oflf from train of person or property."
NoVEMBEE,
THK RAILAVA^ MASTER MECHANIC.
163
Having duly prepared this cosy little uest in front of the
smokestaok he places a woman therein, and in doing so he
makes an appeal that is both eloquent and pathetic, and
gives evidence that his heart was better than his head. He
says "to occupy this position I would earnestly advise
female guards to bo appointed, dressed, distinguished in
her sex only by her lower garments, and would request
those who may hastily doubt the prudence of this advice
to look at the present time and listen to what is said, and
see and hear what women can do in courageous adventures
and transfers of endearing maternal care in munificent
and brilliant self denials, and in charitable and pious self
siicriflce for the preservation of those pla;9d b/ divine
providence under their protection.
" Yes, 1 recommend female lookout guards because the
vigilance of women where danger is to be apprehended is
far greater than that of men; because womeu are more
regular in theii- habits; because when in the .stations and
having no other duties to perform they will always be
ready to render a thousand marks of attention to female
passengers and children; because female passengers are
oflen at stations pressed to make inquiries which they
could better answer; because in cases of accident to female
passengers or sudden illness their attention at the first
stopping place could not fail to be more desirable ; because
ti.£ ,■ ;-.c free from the suspicion of occupjing their time in
smoking tobacco and clouding up their windows and instru-
ments thereby; because many railway servants have
daughters capable of perfoi-ming the duty ; because there
are many active females with claims on railways from hav-
ing been deprived of their husbands, fathers or brothers
by accidents thereon ; because there are multitudes of re-
formed females in asylums, banished from society for a single
frailty, but now i-epentant and possessing every necessary
qualification for the situation, and upon whose pious and
benevolent protection I would call to aid my feeble advocacy
in their behalf to obtain them situations of independence
and exemption fi-om temptation into relapse; because
women are more in the habit of keeping, arranging and
lighting lamps for domestic purposes; because the govern-
ment and companies employing them would not fall to place
the whole of the female lookout guards under the care of
worthy matrons; because those matrons could examine and
sec that each female guard earned nothing with her but a
scissors to trim her lamps, a clean linen cloth to clear
them and a pocket handkerchief."
It will thus be seen that Mr. Robinson has a wonderful
head for detail and it is surprising that in the ladies' outfit
he did not include a toothbrush. The code of signals he
provides for her is as follows :
^J|^ I am on the right handtrack.
(JX^Ibbe your 5ignai.
CJ)^ A BurgEDn isneEdEd.
^-XX/ Statinn A^gsnt 15 nEsded.
^y Chief nf PolicE 15 HEBded.
The excellence of these signaU is much marred by mod-
cm speed. We can hardly appreciate the utility of the
first on the list when we imagine the lookout guard on a
, modem express train "searchi^ig round a curve" and
coming suddenly upon the signal of another train display-
ng the signal "1 am on the right hand track" ; bpfore the
reply "I see your signal" could be adjusted the trains would
have motor passed. The power given in the third signal
to summon a clergyman upon any occasion when his pres.
ence might be desirable is another instance of the insight
into detail that Mr. Robinson possessed, for not only might
he be called to administer comfort to the dying but another
sensation would be added when an eloping couple bribed
the pretty lookout guard to display her signal ou their be-
half. The call for the station agent, the surgeon or chief
of police is all in accordance with that careful forethought
displayed throughout this patent.
In concluding the description of his complete apparatus,
Mr. Robinson says: "lu the foregoing explanations I have
endeavored to avoid all exaggeration by simpl,v confining
them to show that the parabolic wheel in its application to
the locomotive engine ;u:ts as a lever, a wheel and an inclineil
plane combined, a traction regulator, a brake of instantan-
eous or progressive application, an undulating flexible
solid, acting as a spring; but in order to sum up all 1 will
call it an approxiniatinf; perfection of the railway locomo-
tive engine by placing the control of the constituents of its
momentum at any velocity in the hands of the engineer."
Such is Moses Robinson's invention and such the scheme
of philauthropy connected with it, calculated to inspire
a feeling of regret that the railroads did not adopt it ; but it
looks as if the latter may yet be realized in part . At
least one street car company has already appointed female
conductoi-s ; it is but a step to the electric car aud thence to
the railroad. J.vs. Howakh.
The OHldwin Loc.iiiotive Works recently furnished
the Western New York & Pennsylvania Railroad a
number of consolidation locomotives, one of which
was compounded. The compound locomotive has
cylinders i:iandil in. in diameter and 2ii in. stroke, with
steam ports 21}xl* in. The outside lap of the high
pi'essure valve is s in., that of the low pressure valve
8 in. and the travel of each is 5 in. The weight of
the compound in working order is 12!l,ti00 lbs., of
which llfi,550 lbs. is upon the drivers. The standard
engines built at the same time have cylinders 19x26 in.
steam ports 16,k1S. e.xhaust ports 16x2J in., the travel
of the valves being .')3 in. The weight is practically
the same as that of the compound, the only difference
being due to the slight change in the weight of the
cylinders and pistons and crossheads. The standard
engine carries 160 lbs. boiler pressure and the com-
pound 17.') lbs. Both engines have driving wheels 'Ml
in. diameter, a total wheel base of 21 ft. 9 in. and a
driving wheel base of 14 ft. The boiler has a grate
area of 20 sq. ft., and the total heating surface is 1,879
sq. ft.
These locomotives were recently tested by Mr. A.
Vail, the general master mechanic of the road, and
with results vsry favorable to the compound locomo-
tive. The engines were carefully indicated; the
vacuum and smokebox temperatures were recorded
the tests as neai-ly alike as possible. This was ob-
tained for two tests of the simple engine and for one
of the compound, but the second test of the compound
locomotive was under unfavorable circumstances, the
e.xigencies of the service making it neces.sary for the
engine, after the second southbound trip, to r»turn
north immediately and without having the llres
cleaned or the front ena dumjied. A third run of the
compound was therefore made and the conditions
secured on this trip were similar to those of the other
engine, and were, therefore, suitable for comparison.
Throughoutall tho tests it was found that the vacuum
recorded in the smokebox of tho standard engine was
nearly twipe as great as that of the compound, the
average of the former being 6A, and that of the latter
being 3A in. The economy of the compound during
these tests was 36'2 per cent, of coal, and 179 per
cent, of water. In the accompanying table we give a
brief summary of ttie data for these tests.
A msichine capable of shearing a hot ingot 30 in.
wide by 12 in. thick has recently been put in service
at the steel works of Messrs. Spencer at Newburn,
England. The shearing knife is carried in an im-
mense vertical-moving crossbead which is driven by
a pitman attached to a short crank in a horizontal
shaft overhead. The shearing knife takes nearly
three seconds to pass through an ingot of this size.
The enormous strength of everything about tho ma-
chine may be gathered from the fact that the four
cap bolts on the upper shaft are each 10} in. in
diameter and the eccentric bearing for the pitman on
that shaft is 20 in. in diameter.
The framework for jiassenger coaches which is now
the standard on the Pennsylvania Railroad varies
from the usual practice in several important particu-
lars, and our readers will therefore be interested in
perusing the drawings which we show herewith. In
these Fig. 1 is a floor plan, half of it showing the
positions of the seats, etc., and the other half having
the flooring remo%-ed and showing the framework.
Fig. 2 is a view of the side framing for one-half
of the length of the car and from the window
down to the side sill. Fig. 3 is a detail of the corner
post of the car, and Fig. 4 is a transverse section
through the side framing from window to side sill.
The length of the car over framework is .^3 ft. 8 in.
standard (averB^es),
(i'oinpound (averages.
Eooiiomy of compound— coal. 362 per cent.: water. I'v fx
by vacuum gauge and pyrometer, respectively. The
coal placed upon the tender was carefully weighed
upon track scales, and the balance at the end of each
trip was also determined in the same way. An at-
tempt was made to measure the feed water by means
of a meter, but it gave out during the test and a float
in the tank was afterwards employed. The weight
of the trains was furnished by the freight department,
and the figures were the results of actual weighing in
each case. The readings from the steam gauges,
pyrometers, vacuum gauges and indicator diagrams
were taken at about two minute intervals. The
speed was obtained by a Boyer speed recorder. The
enginemen were allowed to do their duties as they
thought best, and were given no special instructions.
An attempt was made to have the conditions for all
and the width 9 ft. 8} in. over the side sills. The
latter are 5x8 in. in section, and the center and inter-
mediate sills of the car are each 4ixS in.
The floor framing is greatly strengthened by the
horizontal diagonals .31xU in. in section, which are
clearly shown in Fig. 1. Vertically tho frame is
strengthened by four truss rods and by the trussing
between the window sill and side sill, as shown in
Fig. 2. It will be seen that this bracing is very much
different from that usually employed. The space
under each window forms a ]mne\ of the trius in
which there is adiagonal brace 2x4 in. in section, each
end of which is firmly sealed in a malleable iron step.
At the center of the car there is no diagonal in th
panel, hut a 2x4 compression member is placed be
tween the window posts under thi> window sill. B'-
166
THE RAILWAY MASTER MECHANIC.
NOVKKBBE, 1891
tween the upper end of each diagonal and the window-
posts there is placed a vertical member 2ix2i in. in
section. A vertical bolt passes through each upper
malleable iron step and down through the side siil.
as shown. From the body bolster U- the end of the
car similar diagonals, reverse in position, arc em-
ploved. The end of the car is also held up by the
usual diagonal brace, which is clearly shown in Fi^. '2.
Between the window
plate and the sill
there are two rails
extending lengthwise
of the car, T shaped
in section, and be-
tween which are in-
serted i in. planks
extending longitudin-
ally, outside of which
the usual sheathing
is employed (See
Fig. 4.)
On the inside is
placed the usual trLss
plank, which in this
case is U in. thick
and »i in. high. It is
secured to the window
posts and is also fast-
ened to the side sill by
means of a numbei- of
i in. bolts which pass
through the sill and
have forged on them
feet U X S in. in sec-
tion, through which
they are bolted to the 'J
plate. This is clearly I
shown in Fig. 4. I
In Fig. 3 is shown
a section through the
corner post. The.
latter is removable i L
without interfering ;
with the remainder of ',
the framework. There ] [
is a substantial post in i
line with the side .1 |
frame and one with :^^
the end frame, t^'-f^^ —
placed very close to
the corner, and to
these the corner post
proper is secured by Fig. 4.
means of J in. joint bolts shown in Fig. 3. Some of
the features of this design, to which we have called
attention, are not new on the Pennsylvania Railroad,
this being especially true of the diagonals in the side
framing, but the other special points mentioned have
been adopted as standard at a comparativelv recent
date.
-^Sn:
^'
OJ
"\l^'
The Government Timber Tests
In reply to many inquiries regarding the comprehensive
timber tests inaugurated in the forestry division of the
United States department of agriculture, a few brief state-
ments regarding the ob.ects and methods of the work have
been prepared by that department in the hope that thereby
a widespread interest in this investigation may result. The
y to derive them from test material of known origin,
and furthermore, to establish any laws which will be gen-
erally applicable in referring quality to physical appear-
ance, structure and origin of material, it is necessary to
examine and test cai-efully a very large number of test
specimens. The difficulty for private enterprise to secure
the test material in sufficient quantity, and with a full
knowledge of its origin, in fact the magnitude of an investi-
gation of this kind, renders it pre-eminently an undertak-
ing for a government agency.
Some of the questions which it is expected ultimately to
solve may be formulated as follows: What are the essen-
tial working properties of our various woods and by what
circumstances are they influenced! What influence
does seasoning of different degree have upon qual-
ity! How does age, rapidity of growth, time of
felling and after treatment change quality in dif-
ferent timbers! In «-hat relation does structure stand
to quality! How far is weight a criterion of strength!
"What macroscopic or microscopic aids can be devised for
determining quality from physical examination! What
difference is there in w-ood of different parts of the tree!
How far do climatic and soil conditions influence quality!
In what respect docs tapping for turpentine affect quality
of pine timber! It is also proposed to test, ;is opportunity
is afforded, the influence of continued service upon the
strength of structural material, as, for instance, of members
in bridge construction of known length of service. This
series of tests will give more definite information for the
use of inspectors of structures.
The collection of the test material is done by experts.
The trees of each species are taken from a numberof locali-
ties of different soil and climatic conditions. From each
site five trees of each species are cut up into logs and disks,
each piece being carefully marked, so as to indicate exactly
its position in the tree ; four trees ate chosen as representa-
tive of the avei-age growth, the fifth or "check tree" the
best developed specimen of the site. The disk pieces are
in. in height and contain the heart and sapwood of
the tree from the north to the south side of the
periphery. From 30 to 70 disk pieces and from
10 to 15 logs are collected for each species and site.
A full account of the conditions of soil, climate, aspect,
measurements and determinable history of tree and forest
growth in general accompanies the collection from each
site. The disks are sent to the botanical laboratory of the
University of Michigan, at Ann Arbor (Mr. F. Roth, in
charge), to be studied as to their physical properties, their
macroscopic and microscopic structure, rate of growth,
etc. Here are determined (a) the specific weight by a
hygi-ometric method ; (b) the amount of water and the x-ate
of its loss by drying in relation to shrinkage; (c) the
structural differences of the different pieces, especially as
to the distribution of spring and summerwood, strong and
weak cells, open vessels, medullary rays, etc. ; (d) the rate
of gi-owth and other biological facts which may lead to the
finding of relation between physical appearance, condi-
tions of growth and mechanical properties.
The logs are shipped to the St. Louis test laboratory in
charge of Pi-of. J. B. Johnson. They are stenciled off for
sawing and each stick marked with dies, corresponding to
sketch in the record, so as to be perfectly identified as to
number of tree, and thereby its origin, and as to position
in tree. After sawing to size, the test pieces are stacked
to await the testing. One-half of every log will be tested
green, the other half after thorough seasoning. A deter-
mination is made at the time cf testing of the amount of
water present in the test-piece, since this appears greatly
to influence results. From each tree there arc cut two or
three logs, from each log three or four sticks, two of stand-
ard size, the other one or two of larger size. Each standard
stick is cut in two, and one end reserved for testing Iw-o
years later after seasoning. The standard size for the
sticks is 4x4 in. and BO in. long for cross-breaking tests.
There wiU, however, be made a special series of cross-
breaking tests on a specially constructed beam testing ma-
v^-
?iSJSZS=I
STANDARD PASSENGER COACH-PENNSYLVANIA RAILROAD-FlG. 3.
need for investigation and the deficiency of information on
this subject at present may be explained from the fact that
wood, being a non-homogeneous material, Varies very
largely in its qualities. Not only does there exist a wide
range of qualities in the same .species if grown under dif-
ferent conditions, but the quality varies in the same tree
from the butt to the top, and from the heart to the bark.
To arrive, then, at any satisfactory results in an experi-
mental determination of the properties of wood, it is neces-
chine, gauged to the Watcrtown testing machine, in which
the full log length is utilized with a cross section of (ixl3
up to 8x16 in. in order to establish the comparative value of
beam tests to those on the small test-pieces. It is expected
that, in the average, nO tests will be made on each tree, be-
sides 4 or 5 beam tests, or 2.50 tests for each species and
ndicated, and well done,
again. The results will
J
Ji
iJH,
T
Xii 1
a-
THE RAIL^VAY MASTER MECHANIC.
become the standard the world over. The stren^h and
value of a given species or even sticjc will then no longer
be a matter of opinion, but a question of established fai-t,
and we will learn not only to apply our timbers to the use
to which they are best adapted, but will know also what
conditions produce required qualities, thus directing the
consumer of present supplies and the forest grower of the
future. So far the work has been confined to southern
pines and oaks (which, thanks to the courtesy of the Louis-
ville & Nashville Railroad Company, could be obtained
free of transportation charges) ; the scant appropriations
available, and other unfavorable conditions, making such
limitation necessary. The work will bo extended and its
progress pushed in proportion to appropriations made by
congress, which depend upon the interest which the work
may arouse among those to be benehted by it.
A NOVEL ABRANOEUENT OF BRAKE LETEEB.
.\ novel and rather injjenious ear brake has been
invented and put in service by .Tohn S. Naery, fore-
man of car repairs on the Louisville, New Albany &
Chicasro Railroad, at New Albany, Ind. Mr. Naery's
brake is shown in the acoompanying illustrations,
and from him we learn that the first of these brakes
was applied in 1SH4. This brake Is still in service
ami in perfect condition and the only repairs that have
been e.xiiended upon it thus far has simply been that
of replacing the shoes as they have worn out. Up to
April, IHill, the car which was equipped with it had
made over 4S,0Ol) miles. Quite a number of cars have
been equipped with this brake, and according to ac-
counts received, it has proven very satisfactory.
From a reference to our drawings it will be seen
that there is no wood used in the construction of the
brake, but that it is all of iron. Instead of the usual
brake beam there are two levers which are fulcrumed
in suitable castings at the corners of the truck frame.
The ends of these two horizontal levers meet in the
■ of the truck where a single bolt secures them to
shown: the horizontal levers are thus free to move
between the two braces. The fulcrum casting alluded
to is also extended a short distance inside of the
frame where it forms a seat iof the releasing spring
of the brake. The brake head and shoes are secured
to the horizontal levers and they arc free to take a
bearing against the wheel and are not cramped in
any way, no matter what may be the angle of the
levers.
Numerous claims are made for this form of brake
gear, some of w^hich we fear are without suitable
foundation. One of the advantages claimed, however,
in which there is much truth, is that the position of
amount of slack does not vary as the load in the car
is increased or decreased. Another claim made for
the brake is that there is no possibility of any of the
pans dropping on the track and derailing the train. It
is easily inspected, as all the parts are in plain sight.
Among the claims which we think cannot be sus-
tained, is one to the effect that 20 per cent, less
power is required for the application of the brake
than where rigid Iwams are used, and that quicker
stops can be made for the re'ason that all shoes come
in contact with the wheel with the same pressure at
the same time. It is staled that the brake can be ap-
plied to the ordinary freight truck at the same cost
as the common form of brake gear. We understand
that this arrangement has been applied to numerous
freight oars on the Louisville, New Albany & Chicago
Railroad.
COMMUNICATIONS.
Why Do Steel Wheels Wear Flat Less Than Chilled In
Wheels !
To the Editor
I beg to sa;
ions raised i
A NOVEL ARRANGEMENT OF BRAKE LKVER.S.
the jaw by which the usual lever is attached. The I *he brake gear is such that there is no danger of it
braces which secure the fulcrums at the corner of the i being swept off the truck in case of a derailment: in
re made fact, it will clear any obstruction on the track over
fits be- which the a.xle would pass. There is also no tipping
teen these two braces and thus spaces them a short i of the brake beam and unequal wearing of the shoes
distance apart. At the extreme end of the braces from that cause. The brakes always bear the one re-
1 as lation to the a.xle and wheel and therefore the
there is einother spacing block held by
of The Kallway Master Mechanic:
,' a few words in answer to some of the ques-
n an article in a recent issue of your paper on
the subject of "Why do steel wheels wear Hat less than
chilled cast iron ones;" The principal reiison why chilled
wheels tm.mc (not "wear") flat is due to brake sliding;
Hie reason why they "brake-slide" easier than steel wheels
is because they are not round and because they are fitted
to axles in such a hasty, imperfect manner that proper
brake service is impossible. Careful study and investiga-
tion of this subject satisfied us years ago, that the only pes'
sible remedy was to remove the imperfect mechanical con-
ditions referred to.
As I have explained quite fully in some recent papers on
the subject, the result of our labors in this direction, it is
unnecessary to dwell on it here. We have put in service
in the last three years over two hundred thousand "ma-
chined" chilled wheels. These wheels have been bored in
the hub, ground true to center on tread and balanced be-
fore going into service. They have been used by several
of the leading railroads of Canada and the United Slates.
At several terminal points where it has been possible to
get an accurate record of wheels removed for "slid flat,"
a decrease of over 7.1 per cent in wheels removed for this
cause has been found with "machined" wheels. Comment
is unnecessary. As to the reason for this, it is almost self-
To take a wheel from the foundry, spend less than ten
minutes (twenty per pair) in boring it out and pressing
on the axle is undoubtedly a "saving at the spigot." To
put such wheels into service run them up to five or six
hundred revolutions per minute, with a five ton load, and
then apply from two to three tons brake pressure to stop
the wheel in a period of from fifteen to thirty sei-onds is
" losing at the bunghole," it produces just what is inevita-
ble; the wheel is not round, it may be ten or twenty pounds
out of balance, it does not "give" when the high spot comes
under the brake shoe; it stops, slides, gets flat and has to
be removed. One dollar spent in fitting the wheel properly
would have saved eight or ten times that expense in re-
placing it.
But to answer some of the technical questions of the
article referred to : One good reason, besides many others,
for the sliding of chilled wheels is that "chilled" brake shoes
are used on them. These brake shoes are made with pieces
of steel or iron imbedded in the face to make them wear
I longer. The pieces often chill the metal in the brake shoe
I and produce a chilled surface to wear against the chill of
the car wheel. Brake shoes arc used also with alternate
sections of chilled and unchilled face. Just why part of
the face is left unchilled would be hard to say, unless it is
a coniission to somebody's conscience. WTien two chilled
faces meet each other the contact or grip is necessarily
poor ; greater force must be applied : it is used and the wheel
stops and slides. The appalling chances for expense in
dollars and lives with this sort of thing does not seem to
have consideration. Such brake shoes arc not used on steel
wheels. Apparently the belief of the users of steel wheels
that they are superior in point of wear and safety docs not
lead them to carry on the "experimental" economies they
practice on chilled wheels.
The inference that steel will flow from a flat spot is cor-
rect, if the steel is soft, but if it is hard it will not. I have
seen steel tu'cs in the lathe for re-turning with flat spots so
h.ard that no tool would touch them, and it was necessary
to cut out the metal with hammer and chisel before the tire
could be turned. The slatement ihat aft^r a wheel was
slid flat the first time it would stop the second lime with
the flat siXJt on the rail is not in accordance with ray obser-
vation. It will stop with the first flat spot at the brake
168
THE FIAILAA^AY MASTER MECHANIC.
November, 1891
shoe and produce a second flat spot at point in contact with
rail, and this process repeats itself until there are a series
of spots aU around the wheel. The first flat spot is the all-
important thing to obviate.
The conclusion that constant hammering from flat spots
abrades rails and leaves them more friable is correct, 1
think. The remedy for it all is to improve the conditions.
They can be improved, and for every bad one that prevails
the probabUities are that ten times as much expense is in.
volved as would be required to have it right and to get bet-
ter service and results all around. Yours truly,
P. H. Gb.ffis,
Piesident New York Car Wheel Works.
New York, October 23d, 1891.
To (he Editor of the Kailway Master Mechanic;
At the last meeting of the Superintendents' Association
(lie introduction of new appliances upon railroads with
their advantiiges and disadvantages came under discussion,
and the members expressed their conviction of the need for
"an intelMgent series of experimental tests conducted upon
a lar.'e scale." The importance of this subject can hardly
be overstated as it stands in the van of railway improve-
ments The establishment of an experimental station for
the puiTX)se of testingnew appliances was pretty thoroughly
discussed by the Master Mechanic some time ago. The
Railway Age now proposes that there should be concerted
action "by all the railways in a given region, whereby
selected inventions should be thoroughly tested. This pro-
The
appear to be a practical one,
, onsidcration it is diflicult to see ho
tion ;is made by the Afre could work for the i
railroad company and the inventor at the sani
^.'e suggests that tests might be made by an association of
ranroads upon one or more of the associated lines, the
benefits from which should be shared by all the roads in
the association. If the associated roads are to get the bene-
fit of the successful invention, then th€ inventor would find
his market only amongst those roads that were not mem-
bers of the association. It is true as the Age says that "a
long and weary road generally stretches out before every
inventor " and however laudable the desire to shorten this
road for him and at the same time to more speedily develop
practical improvements in railroading, the proposed method
could hardly do both, for if some of the railroads were
reaping large advantages from the membership of the as-
sociation, all the other railroads would join it, and the in-
ventor would be completely at their mercy. As matters
now stand few inventors reap the full benefit of their in-
ventions. If after much labor and trouble the invention is
successfully introduced it generally happens that the
inventor has had to part with two-thirds or three-fourths of
his interest to his promoters, but it is so consen'ed that the
market is practically undiminished. It is possible, of
course to an-ive at a just agreement with the inventor
whose' invention may be selected for test, and it would do
no harm for the members of the Superintendents' Associa-
tion or the members of the various mechanical clubs to
discuss the subject with a view to giving the matter of
testing approved inventions a practical bearing, as the Age
sufgests. There is no doubt that much valuable time might
be'savcd, if the knowledge of tests made by the different
roads was systematically distributed, so thai a thorough
test made of any one article by one road might save all the
rest the trouble of making the same test.
Jas. Howauu.
Joint Car Inspection.
To the Editor ol the Kailwav Master Mei-lianic :
I have carefully read the communication of Mr. A. A.
Jackson on "Joint Car Inspection," which appeared in the
August number of the Kailwat Master Meciiaxic. Mr.
Jackson opposes joint inspection apparently on general
principles, and not because he has had anything to do with
it in practice. He evidently bases his conclusions on his
experience with joint agencies. I do not think myself that
joint agencies would prove a great success, especially where
there was a competition for freight which could be assigned
to the same point via the different roads represented by the
agency. Nevertheless, this appears to be the adopted prac-
tice with ticket agents in the depoU all over the countrj-, as
one can purchase from the same agent a ticket for the same
point, by the way of any one of several competing lines.
Joint car inspection, however, is a very different thing,
as the inspectors do not compete for business, but are only
to see that the M. C. B. interchange rules are enforced, and
if these are framed and adopted by their superiors, I can
sec no reason why one man, or certain men, cannot see that
these rules are enforced for several companies in the same
vard. I know of several stations or large yards in CI icago
which have joint agents, pnd in a few cases joint yard mas-
ters, and the arrangement which, by the way, has been in
operation for a number of years, is giving satisfaction.
There are about 300 inspectors in Chicago that I certainly
think could be mauagei^ by one head instead of 21 as at
pre.sent, aud better satisfaction would be given to all con-
cerned. This head of the department should hire or dis-
charge all inspectors, issue all orders, give all defect cards,
etc*. Any railroad company that desires to issue a special
order to inspectors should do so through this head. Under
such an arrangement instructions to inspectors would be
uniform. Such is not"ow the case.
I do not believe in the universal carding of cars at such
points as Chicatro and other large terminals, and for these
reasons; .Sui'Tm.... th.d ,i.:it is *:oing from Chicago to the
extreme easr ■ \\ o or three cards on the car.
The compaii\ ■■,'' ~ ' l lecause it is short of rolling
stock. The cai :; .i\ -.l-. ^^a\ l,.joo miles away from homo, is
then repaired, and on its return to Chicago it is found that
wrong repairs were made.
The owners of course refuse to accept the car. The same
company loads the car again and sends it on another long
journey, depriving the owners of the use of their own
property, the whole trouble arising from the fact that this
car was carded in Chicago three or tour months previously,
when it should have been repaired at that time. Now with
joint inspection such cars could be marked "Transfer and
return to owners for repairs," and thus keep the car on the
company's own line. It would then be in better condition
when the repaii-s were made, than if it had run 1,.tOO miles
before having such repairs done.
Regarding old defects, I would say that if all inspectors
were joint inspectors the trouble which now arises from
old defects would, I think, be avoided, as the car would be
carded for the defects when they first appeared, and in all
probability the repairs would be made before these defects
became very old. An inspector would not be continually in a
row, as he would not represent any particular railroad ;
would be hired by the head inspector to inspect cars as per
M. C. B. rules, and would go to any yard or junction
assigned by the head who employed him. One week he
might be on the north side of the city, the next in South or
West Chicago, but in all cases his inspection and instruc-
tion would be the same, regardless of the roads which
might enter the yards for interchange.
For the number of cars inspected and the time allotted
for this work in busy times, the accidents from poor in-
spection are few. I have known two very bad wrecks in
the past four years that were due to imperfect inspection,
and I have also seen a number of other wrecks that possi-
bly were due to the same cause, but the trucks of the cars
were so badly broken up that it was impossible to deter-
mine the exact cause of the accident. In my mind there
was no doubt but that these accidents were due to defects
in the cars which should have been noted at the inspec-
I cannot see how it is for the interest of railroad com-
panies that their inspectors should be antagonistic. The
interchange rules are formed and agreed upon to facilitate
interchange of cars, and inspectors should agree to work in
harmony. If road A gives a car to road B in a defective
condition, road A's inspector can see it as truly as can B's
man, and it is not necessary to have any differences in the
matter. He can see it the same as though road A and B
employed him jointly, as both roads have the same rules,
namely, those which have been agreed upon by tftie master
car builders.
Presidents, general managers, general ticket and freight
•igents, and others in similar places, could not serve several
roads, as they are all solicitors and rivals for business, but
the M. C. B. rules form an agreement whereby we inter-
change the cars after the freight has been secured by our
lines, and there can be no rivalry then. All that is then
needed is to be honest and push the freight through with
the least possible delay. I have been in the interchange
business at Chicago for several years, and have never yet
found the head of a car department on any railroad in-
clined to be dishonest. I have, however, found men under
them that were not honest, including some of my own in-
spectors. Those of my own men who have proved dishonest
I have in variably discharged as soon as I found it out. The
worst feature I find in the interchange business at Chicago
arises from the fact that the heads of many of the car de-
partments are far away from the city, and inspectors are
left to get along in the best way possible, which sometimes
leads to trouble and delay. Joint inspectors would do away
with this difficulty. It would be worthy of a trial, at least.
Car Heating Patents.
Amiant, N. Y., Oct. 3», 1891.
To the Editor of the Railway Master Mechanic :
The success of the appliances of the Consolidated Car
Heating Company has been so great that several manu-
facturei's of more or less reputation have
pirate our inventions. The Consolidated Company desires
to warn railroad companies of these infringements and
thus to acquit itself of the obligation to give such notice.
A flagrant violation of the Sewall coupler patents at the
present time is especial'y noticed where all the essential
features are appropriated or closely imitated, while the un-
successful attempt is made to evade the patents. The imi-
tation is complicated and defective. Another conspicuous
instance is the placing of steam drums upon the cross-over
pipes, which violates the well protected invention of the
Consolidated Company.
This company will prosecute all such infringers of its
patents and all those who use such infringements, while
assuring railway companies of its indisposition to trouble
them in such matters any more than is ab.solutely necessary
for proper self-protection.
The following is the substance of a telegram which we
have just received from attorneys at Washington and can
be relied upon as authentic ; "The boai-d of examiners of
the United States patent office decided on October 28 four
imi>ortant interferences, covering prjictically the first prin-
ciples of car heating by disc, coil or other drums. The re-
sult of these decisions is to limit the use of the steam drum
or jacket of any form in connection with a hot water cir-
culating system in a car to the Consolidated, the Safety
and the Gold companies. The patents which will issue are
granted, one to Henry R. Towne and three to James F. Mc-
Elroy. This does not affect in any way the commingler, in
which steam is noiselessly injected into the water of circu-
lation in a car."
Toe Coxsoli dated Oak Heatixi; Co.
Early Locomotive Bnilding in the West.
Kansas City, October 8.
To the Editor of The Railway Master Mechanic;
I note what Mr. Snow says in the October number
about early locomotive building in the west. Yes, he is
"korrect," the Menomonee was the only inside con-
nected engine built at the Menomonee Locomotive
Works, but I think Mr. Snow is a little mixed in re-
gard to the location of the valve motion of the
Roman's engines near the steam chest. It my mem-
ory is correct, the rocker was located about where
they are now. It would not be necessary to place the
rock arm so far forward unless the Swinburne link
was to be used. Such a link was stationary, the link
block being movable, not the link. While we have
this Swinburne link under consideration, can you
give any reason why this link does not produce a good
valve motion? It has one advantage over the other
link in that it handles very easily. Another point
in which it differs from the shifting link lies in the
[act that the Swinburne link does not vary the lead
at different points ot cut-off.
I see Mr, Snow has something to say in the October
issue about "fast speed and strain on side rods." Later
I will ask a few questions on this subject, and, per-
haps, submit something as a substitute for side rods
on eight wheeled engines.
H. K. Bates.
In the accompanying illustrations we show the
working drawings of the I'endry throttle valve as
used on the Chicago & Grand Trunk railway. This
valve is the invention of W. A. F'endry, a mechanical
engineer at Detroit, and has been in use on several
roads, notably on the Chicago & Grand Trunk road,
for some time, giving the most satisfactory results.
That company is now taking out the old style throttle
valves and putting in the one shown in our illustra-
tions as fast as possible.
From the drawings it will be seen that the valve
has but one seat, this and the changes which it neces-
sitates being the chief differences from the ordinary
throttle valve. It is evident that when there is but
one seat to the valve there is naturally a great deal
of pressure upon it tending to keep it on its seat when
closed. This pressure is a decided advantage in
making the valve tight, but must be overcome or re-
moved in opening the valve. To remove it is the best
way, and an ingenious arrangement has been pro-
vided for so doing. The rod passing through the
main valve, and by which it is raised, has on it a very
small valve which is seated on the main valve near its
upper end. The first movement of throttle lever
raises this small valve from its seat, and steam passes
NOVEMBEE, 1891
THE RAILAVAY MASTER MECHANIC.
ai-uund the rod or stem which is a loosi; til in the
valve, and enters a chamber at the bottom of the
valve. This chamber is cast in the throttle bo.x and
the lower end of the valve is neatly turned to fit it. so
that it is sufficiently steam-tight for the purpose. It
is evident the pressure in this chamber will coimter-
balance that on the toi) of the valve, and a further
movement of the throttle lever will raise the main
valve without encountering any serious resistance.
The advantages of this arrangement are apparent at
a glance. The main valve, having but one seat, is
easily ground in place and is not so liable to leak as
when two seats are emi)loyed. If it is necessary to
grind the valve, it can be done more readily than
where there are two seats. The small au.xiliary valve
also has but one seat, and is easily kept in good condi-
tion; in fact both main and auxiliary valve are as
easily kept ground and in good condition as an ordi-
nary check valve. Then again, when the main valve
is closed it is forced against its seat with a much
greater pressure than the common form of valve, so
that there is not only the one seat in place of two, but
there is also the advantage of a greater tendenc.v to
statuary. -['•■' , ,i-. ~, lamps, etc., *."iil,llO(P: lake
front admni _ : water supply and sewer-
age, $Kii(i,i«i'' :..^, $1,(K«,UIKI: total *.">,il43,-
.jOd. Thu tui.i; ^., |«.ii^t .■! organization, administra-
tion and operation uf the e.\iK)sition is estimated at
nearly $">,I)(K),0(MI. This takes no jiccount of the sums
to bo spent by the government, the states or foreign
k Half Hoor in the Fitchbarg Railr
New Car Shops.
The main tracks of the Pitchburg road skirt the
new car shops of that line atFitchburg on an embank-
ment, and from the train one looks down upon the
grounds and buildings. The ground, however, is not
really low. but is an elevated plateau, well drained
and an excellent site for such works. The company
owns some .'i-'iO acres in one body, so that there is
ample room for yards and buildings. All the build-
ings provided for in the original plans have not been
keL|i a Imilding between visitors and his lumber dry
kilns, but if he fails to do so insists that though two
old box cars may not be very handsome, yet lumber
can be dried in them just about as rapidly as in the
most modern kilns. It is understood, however, that
the use of them is not to be a permanent arrange-
ment.
An ellieient lire department has been organized
among the employes, Mr. Brazier, foreman of the
shops, being chief. They have regular drills, and
are often called unoxi)ecledly. They have had the
hose out and water running in 'u seironds after a
wholly unexpected alarm. Signals to the engine
room can be sent from every room in the works, so
that if an accident happens at any jilace where
machinery is running the engine can be stopi>ed at
once.
It takes a track 711ft. long 'over a roof to get the
blue print carriage out into the simshinc, but we im-
derstand that the present di-a\ving room i>; only a
temporary one.
PENDRY THROTTLE VALVE— CHICAGO & GRAND TRUNK RAILROAD.
keep that seat tight. The form of the throttle box
is an improvemonton that generally used, for the How
of the steam is ver.v direct and it does not have to
make the turns necessary in the common throttle
Ik)x. The advantages thus gained are obtained with-
out any complication of parts whatever, there being
practically the same number of pieces in the arrange-
ment as in the usual valve, but thecostof maintenance
is decidedly less than in the ordinary form. We are
informed that when the Chicago & (irand Trunk first
■ ■ ■ n only to
r„r_ very
:ipidly
thorough repairs, but now t
their merits that they are |
as they can. There are aboui - ■ hat road
and some of them have been u, .,. i ..cc iui ..ver two
years, in which time they have cost almost nothing
The largest building on the Columban Exposition
grounds will be that for manufactures and fine arts,
and it will (Jost not far from $7.0(10,000. The follow-
ing are among the sums which have been or will be
spent in preparation of the exposition grounds:
Grading and filling, .W.')0,000: landscape gardening,
*32:t,.')00: viaducts and bridges, $12.5,000; piers, $70,000;
waterway improvements, $22.5,000: railways, $.')00,000;
erected, but the shops as they stand are well worthy
of inspection by railroads contemplating the building
of car shops.
The system a<lo])t«-d concentrates all the car de-
partment repair work at these shops, and every dam-
aged car which can be moved is brought to them.
There is also a considerable amount of new construc-
tion. Several passenger ears are now partly com-
pleted, and a number of flat cars have been turned
out quite recently. Thirty Eastman heater freight
cars are under way at present.
The distribution and relative positions of the lum-
ber yard, machine tools and erecting and paint shops,
have been carefutly planned by Mr. Marden. So con-
veniently arranged is every thing that SO sil Is have been
gotten out in !I0 minutes. At another time an entirely
unexpected order for :;u cars was received on Monday
morning, and the cars were ready for the road by
Saturday evening.
The transfer pit is 50t)xli"> ft., and the table is oper-
ated by electricity. The motorman and two others
handle it, and the motorman also has charge of the
laborers in the yard. The use of electricity has
proved wholly satisfactory. Mr. Marden tries to
Kinety-two Miles wkhFonr Scops Ban in Ninety-two Minutes
between Baltimore and Philadelphia. *
A railroad on which trains can run ninctv-two miles
in ninety-two minutes, including four stops, without
any si>ecial arrangements in advance for a test of
s]jeed, but in what may fairly t)e called the ordinary
course of business, must have first class rolling stock
and a remarkably good and safe roadbed. This feat
was accomplished by a Royal Blue train of tlie Balti-
more & Ohio Railroad Ix-tween Baltimore and Phil-
adelphia on October 4.
The train consisted of a combination car, two heavy
day coaches and one Pullman parlor car. Owing to
delay caused by a fire near the slip at Baltimore the
transfer boat was unable to receive the train at the
usual point and the consequent delay caused the train
to be behind time at Canton.
The run from Canton to Newark, Del., .54'4 miles,
was made in a little less than ofi minutes, including a
stop of about two minutes at Bay view .function. From
I the latter point to Newark no stops were made. From
Newark to PhiUuIelphia. .'i7-2 miles, the time con-
sumed was 3ii minutes, including stops at Wilmington
THE RAILWAY MASTER MECHANIC.
November, 1891
and Chester. A part of the time the tram was run a^
a speed of 72 miles an hour.
Passengers between New York, Philadelphia and
Washington on these Royal Blue trains are almost ab-
solutely certain of reaching terminal points on time,
as the condition of tracks and motive power permits
such fast runs to be made, when necessary, with entire
safety.
CLUB MEETINGS.
THE WE8TEEN EAILWAY CLITB
September
The Brst regular meeting of the Weslt-i-n Railway
Club for the season of 1S8I-2, wai held September 15,
at the club rooms. 8.50-5+ Rookery Building, Chicago,
I'resident Barr in the chair.
Among the railway men present were the following:
U. Quayle, M., L. S. & W.; J. N. Barr, C, M. & St.
P. Ry.;" G. W. Rhodes and C. H. Quereau, C, I
Q.: W. H. Lewis, C, B. & N.; P. H. Peck, C. &
I. & Belt; John MacKenzie, X. Y. C. & St. L.; Jos.
Townsend, Chicago & Alton.
Mr. Rhodes of the C, B. & Q. opened the subject
for the day by reading a paper on "Air Brake Prac-
tice," of which the following is an abstract:
AIR BK.VKE PR.\CTICE.
At the recent annual convention of the Master Car
Builders' Association held at Cape May, a very thor
ough and carefully prepared report on tht subject of
"Air Brake Standards, and inspection and care of
Air Brakes on Freightcars," a as submitted by Messrs.
J. S. Lentz, I^high Valley Railroad, Wm. Turreff,
New York. Lake Erie & Western, and N. W. Sample,
Denver & Rio Grande. The feature of the report
which we, as railroad men should be most interested
in, is the code of rules which it was proposed by the
committee should be endorsed by the association and
issued in a form suitable for general distribution
among railroad employes concerned in any way with
the operation or maintenance of the air brake appar-
atus. This report is doubtless familiar to you all, as it
has been distributed in pamphlet form to each
member of the association, and has been laid over for
revision and presentation at the ne.xt annual conven-
The rules are prefaced by some general ifstructions
offered as suggestions to general managers and other
officials on whom the responsibility of Issuing the
books would fall. In the second paragraph under the
above caption on page 1, we find the following:
Every employe, whose duties are connected in any way
with the operation of the air brake, will be examined as to
his qualification for such duties by the inspector of air
Ev
The issuing of certificates or diplomas in recogni-
tion of a special training or service is very well under
some circumstances, especially when issued by a
limited number of authorized examiners, but we ques-
tion whether such a promiscuous and general issue of
brake certificates as v^ould certainly follow, if the
manager" accept the committee's recommendation,
would not be more damaging than advantageous in its
results. Such certificates would be treasured up and
produced notwithstanding the fact that their holders
in all probability have very quickly forgotten import-
^t features of the subjects they were e-xamined on.
.■\ man Ijclonging to a secret order is not recognized
by the production of a certificaCe: he has to first prove
by examination that he has not forgotten the teach-
ings of his order. If railroad employes are to hold
certificates as to their knowledge of airbrakes, will it
not be the entering wedge, requiring certificates for
all the various other branches that it is equally im-
I)ortant they have information ony As a matter of fact
no carefully managed road would put trainmen to
work on the production of certificates; the men must
first be exammed as to their knowledge and fitness
for the business they propose engaging in. For these
reasons together with legal complications which
might arise in case of the non-holding of certificates,
we do not endorse this recommendation. It is be-
lieved by the writer that a record of examinations
covers such cases more thoroughly than the issuing
of certificates.
Before proceeding further we will at once take up
the question of minimum and maximum limit of pis-
ton travel, which is placed at 4 and 8 in. respectively
for tank brakes, passenger equipment and freight
equipment. In lieu of these figures we recommend
substituting 6 and 9 in. wherever they appear through-
out the rules. The evident object of the committee
is a good and commendable one, viz., that of restricts
ing the piston travel within the limits of 4 in. We
must, however, cousider hard jiractical facts of ser-
vice, and we believe you will agree that such figures
will in reality result in a piston travel of from 4 to 12
in. (full stroke) or a variation of 8 in. If 6 in. mini-
mum was adopted the possible figures would be from
I) to 12 in., or a vai-iation of 6 in. between minimum
and full stroke, which would be a 2 In. gain ov
committee's figures.
In determining the minimum travel, however, there
is another feature that must not be lost sight of. The
leakage groove in the brake cylinder is 4 in. long; the
piston 1 in. thick. It therefore requires about 3i in.
piston travel to cover the leakage groove. If with an
emergency application the piston only travels 4 in.,
in making service stops with such limited travel the
It the piston would not cover the
The Western Railroad Club at its
May meeting recommended a 5 in. minimum travel
for freight car brakes. The revised M. C. B. rules
under paragraph 19 of rule 3, stipulate a minimum
travel of 4 in. We believe further consideration of
this subject will result in increasing this minimum
limit.
Now, let us consider the instructions to the various
classes of employes, commencing with enginemen on
page 2. Paragraphs 2, 3 and 4 should be carefully ob-
served, especially paragraph 3, before connecting to
the train. Paragraph 5 reads:
After the engineer is satisfied that there are no serious
leaks in the train, he will, at a signal from the inspector
or trainmen, apply the brakes and leave them so applied
until the brakes on the entire train have been inspected
and the signal is given to release.
We would recommend inserting in the third line
after the words "apply the brakes" the following,
" by exhausting all the air from the train pipe." This
is important for several reasons:
1st. One or more cars, on account of sluggish or
dirty valves, may not work on a partial reduction of
train pipe pressure and would consequently have
their brakes cut out and be unavailable for emeigency
service, which would not be the case were all the
air exhausted in testing.
2d. In letting all the air out of the train pipe, en
gineers learn to gauge the length of their braked
train, and determine whether they are working with
a long train pipe or a short train pipe.
At the Cape May convention we cited an accident
that might have been avoided had the engineer of
the road responsible for the accident been properly
posted. A C, B. & Q. crossing was occupied by one
of its passenger trains. A mixed freight train of an-
other road was approaching. The first 10 cars of the
train were equipped with air brakes, all connected
up. The freight train approached at a fair rate of
speed, but the brakes did not hold as the engineer
calculated 10 cars should, and he smashed into the
passenger train with disastrous results. Investiga-
tion afterwards showed that in place of the ten air
brake cars being in service there were only two.
At a station previous to the crossing stop, two
additional air brake cars had been added to the
train, the trainmen had neglected to open the
stock cock back of the second car, and the engi-
neer, not being thoroughly posted about brakes,
did not distinguish in the exhaust the difference be-
tween a two car pipe connection and a 10-car connec-
tion. When the practice in testing brakes is to ex-
haust all the air from the train pipe the engineer
soon learns to approximately tell by sound the length
of his train pipe, a very important consideration and
which may sometimes save serious accidents.
On page 4, paragraph 2 reads:
Wit I freight trains which are only partially equipped
with the air brake, great care must be used to apply the
brakes with only from six to eight pounds reduction, and
to allow the slack of the train to be taken up before further
application is made, in order to prevent shocks, which
otherwise may be serious.
This is surely wrong; the more correct method is
to let the slack take up first and then apply the
'^ akes. We would advise the same change on page
in answer to question 30. The next paragraph
says:
making a service stop, always release the bkakes a
T distance BEFOKE C0.M1XG TO A DEAD STOP, except
javy grades, to prevent shocks at the instant of stop-
r—B- Even on moderate grades, it is best to do this, and
then, after release, to apply the brakes lightly, to prevent
the train starting, so that when ready to start, the release
will take place quickly.
This of course refers lo a train completely braked,
and perhaps it would be well to so specily it, inas-
much as the preceding paragraph has reference to
partially equipped trains and the instructions would
not be applicable in the latter case. If some of the
hand brakes were set on the rear car the observance
would be almost certain to pull
the train apart.
The instructions under "Brakes applied from an
iknown cause," at the bottom of page 4, are very
clear and explicit and the following should be rigidly
been examined and a signal to release
If, however, th(
ack pointer, it i:
been opened, (h) :
occurred, or (c) tl
voir and leave i
brakes go on suddenly, with a fall of the
evident that (a) a conductor's valve has
. hose has burst or other serious leak has
e train has parted,
nt, place the handle immediately in posi-
brake apparatus 1
is given.
On page 5, the second paragraph of the clause
about "Cutting out brakes" reads:
^\'h«i necessary to cut out either driver or tender brake,
on account of defects,it shall be done bv turning the handle
of the ftjur-way cock in the triple valve down, to a position
midway between a horizontal and a vertical position.
We would add to this "and leave the bleed cock
open." At the bottom of page 7 we find the follow-
No passenger train must be started out with the brakes
upon any car cut out, or in a detective condition, without
special orders from the proper officers. At points where
there are no inspectors, trainmen must carry out these in-
structions.
We would advise adding "as far as is practicable."
Trainmen have to be allowed a certain amount of
discretion and there is hardly a road but that has
passenger trains at points where it is impossible to
make air brake repairs and equally impracticable to
communicate with the proper officers for advice.
The paragraphs on page 8 about brakes sticking,
train breaking into two or more parts, and cutting
out the brake on a car, are specially commendable.
The last four lines under "Brakes Sticking" reads:
The release may be effected by opening the small cock in
the auxiliary reservoir, until the air begins to release
through the triple valve, when the reservoir cock must im-
mediately be closed.
It is very important that as soon as the air begins
time it might apply brakes on other cars in the
train. The last 2i lines on top of page 9 of the para-
graph abouk 'Cutting out the brake on a car" is also
specially commendable, and if carried out would aid
much in maintaining the efficiency of the brakes. It
reads as follows:
the
Further down on psige 9 we find:
Burst Hose.— In the event of the bursting of a brake
hose, it must be replaced and the brakes tested before pro-
We would add to this "providing the train is in a
safe place."
At the bottom of page 11, under "Instructions to
engine house foreman," we find:
1JK.AIN1XG. — The main reservoir must be drained of any
accumulated water after each trip, and the drain cup in
train pipe under the tender frequently. The auxiliarv res-
ervoirs and triple valves must also be frequently drained,
especially in cold weather.
We would like to see this changed by erasing,
"and the drain cup in train pipe under the tender
frequently," and inserting "and the train pipe under
the tender must always be blown out thoroughly be-
fore connecting with the train." This is very im-
portant. The dirt, oil and grease from the pump,
and the sweat and rust from the pioes while the en-
gine is in the roundhouse all collect under the tank
and unless the above precaution is taken will be
blown right into the first car connected to. The re-
sult of neglect in this matter is clearly seen by com-
paring the triple valves on baggage cars with those
on Pullman cars. Let any man who doubts this,
place his hand over the tank hose and then blow the
pipe out. The dirt he will catch will be very con-
vincing.
We will now pass over several pages until we come
How much pressure can be obtained in the brake
■ylinder by the ordinai-y application of the brakes with 70
lbs. in the auxiliary reservoir?
A. About 50 lbs. pressure to the square inch.
We would add to the reply "with 9 inch piston trav-
el." Tests that we have made with service applica-
tion and an auxiliary pressure of 70 lbs. give the fol-
lowing figures:
4 inc'n tra /el 58 lbs.
5 inch travel 56i lbs.
() inch travel 54* lbs.
7 inch travel 52} lbs.
inch travel 49i lbs.
Oni
cylinder of the i
The above answer is a very important one, espe-
cially the last two lines. Enginemen frequently allow
the air inlet ports to suck up the grease. Not only
does such practice gum up the valves, but the grease
works back to the engineers valve euid often closes
the preliminary exhaust port.
The reply to question 89 on page 26 is not quite as
clear as it miifht be. The question reads:
■-■' I.' Ar, :,i, l.i-jikes liable to stick on after an emer-
\ I arc harder to release after a severe ap
]■: ■ ilicy are on with full force, and it re
411:1,- tii.li, I 1,1. s^iirc than usual in the train pipe to re
lease them iij^aiii. In this ease it is necessary always to
No\'EMBER, 1891
THERAILWAY MASTKR MKCHANIC.
have in reserve, the excess pressure on the main reservoir
to aid in releasing the brakes. With the quick-aeting
triple valve this is especially necessary, because air from
the train pipe as well as from the auxiliary reservoir is
forced into the brake cylinder when a quick application
of the brake is made, thus incr&tsing the pressure iti the
hntkecyUnder, tiiid requiring n Mghpressure in thetriiiti
liipe afterwards tucnuse thebrukes tm be released.
I have italicised the last three lines. The infer-
ence from that portion of the reply is that the cylii
aly has I ' " '
rake. It would seem to the writer to 1
der pressure c
i to be ove
to release the
rect if the reply left the impression that auxiliary
pressure also had to be overcome. The air from the
train pipe having gone into the cylinder there has
been less drain on the auxiliary reservoir, and eonse-
quentlyahigher pressure to be overcome in the auxil-
iary reservoir than if the air had been taken from
that reservoir alone. To insert ''without the usual
reduction in the au;!(iliary reservoir" would seem to
remedy this matter. The explanation would then
read: "Thus increasing the pressure in the brake
cylinder without the usual reduction in the auxiliary
reservoir, and requiring high pressure in the train
pipe afterwards to cause the brakes to be released.''
On page 30 wc think some further consideration
should bo given the brake in two questions. No. 113
reads:
Q. 113. If a lio>,- liursis u].mi Iha runwhatmust be done!
A. The hose III iisf Jirsr In iijihiced by a good one, and
the eugiuemaii th. a -.iL'iia;^ .1 ii' release the brakes. The
nectcd and tcslrd u| t!i.- ii-.iiii to see that all are working
properly.
We would jireface this answer by saying, "If the
train is in a safe place etc., etc."
We would also add another question and reply as fol-
Q. 113',,. If a hose bursts and the train is not in a safe
place, what must be donei
A. Shut the stop cock immediately ahead of the burst
hose, signal the engineer to release the brakes, release the
rear brakes by bleeding the auxiliary reservoirs and pro-
ceeti to a safe place to connect and test the brakes as pro-
vided in (J. 113.
114. Q. If the train breaks in two, what must be done?
A. The cock in the train pipe at the rear end of the first
section must be closed, and the engineman signaled to re-
lease the brakes. The two parts oi the train must then be
coupled, the hose connected and the brakes again released
by the engineman. After the train has been completely
coupled up ajid the brakes are released, all brakes must
be tested before continuing the run.
We believe all will concede that in case of a break-
in-two when all the hose have been recoupled. and all
the brakes thrown off by the engineer it is equivalent
to a test of the brakes, and any further test is only an
uncalled for delay.
In the answer to Q. 116.
If the brake of any car is found to be defective on the
run. how should you proceed to cut it out?
' " closing the cock in the crossover pipe of the quick
reservoir upon that car until itll the air h4is escaped
We recommend omitting the line which we have
italicized and inserting "jnd leave it open." This
will prevent any accumulation of air in the auxiliary
reservoir which may pass through leaky or defective
cocks.
It will be noticed that we have notcommented upon
the compressed train signal instructions. We believe
that all such reference will have to be omitted from
the proposed rules. The association has not yet made
any investigation on the subject of train signals, and
until that is done it will hardly he warranted in giv-
ing,' its indoi-seraent to any specific device.
Mr. Rhodes' pajjer was discussed at some length.
The first point considered was the issuing of certi-
ficates and opinion was divided on that subject. From
the discussion of piston travel limits it was evident
that there was much objection to the minimum of 4
inches. Mr. Barr believed that the whole rule was
wrong, and that Instead of assigning maximum and
minimum limits there should be an average travel to
which the pistons should be maintained— say 8 in. He
said, "I do not want to teach our inspectors that if the
travel is 4 in. or H in., or if it is fi in. or 9 in. it is all
right. I maintain that with the pistons traveling
from 4 to 10 in. you would have great ditliculty in
throwing off brakes on account of the varying pres-
sures behind the triple valves. The rule ought to
prescribe an average and inspectors ought to be made
to maintain that avei-age as closely as jjossible."
A brief discussion on the handling of brakes in
stopping freight trains took place without bringing
out anything of special imiiortance. Mr. UluidLt.
emphasized the difference between "cutting out" and
"cutting off" a car.
Further discussion of this paper was then postponed
until the October meeting of the club.
The annual election of officers resulted as follows:
President, P. H. Peck; first vice president, W. H.
Lewis: second vice president, Joseph Townsend; sec-
retary, W. D. Crosnian; treasurer, Allen Cooke.
The secretary's report brierty covered the season's
history of the club. The membership was now about
225. The publication of the club's proceedings in
pamphlet form had proven to be a very satisfactory
procedure. The treasurer reported, showing that
there was a balance on hand October 1, 1890, of «4.i9-83;
the amount received dui-ing the year was $801 •20;
total, *I,2li|-0:i; the amount paid out was *1,1B1-17;
leaving a balance on hand September 15, 1891, of
$99-86.
The secretary stated that there was unpaid adver-
tising bills to the amount of $285; and unpaid dues of
between $.'!00 and $400, all of which assets wei-e good.
The secretary then submitted his resignation, which
was prompted by his purpose to shortly move from
Chicago and make his home in Minneapolis. Action
upon the resignation was deferred until the next
meeting.
Adjourned.
THE NEW ENGLAND EAILEOAD CLUB.
At the October meeting of the New England Club
Mr. J. N. Lauder proposed the following change
in the by-laws of the club, to be acted on at the next meet^
ing, viz. : That Art. 1, Sec. 1 be changed to read as follows :
"The regular meeting of this club shall be held on the
second Wednesday of each alternate month, commencing
January, 189*2; provided, however, that the meeting in
July of each year may be omitted bv vote of the club"
The subject for the evening which was "The Lighting of
Passenger Cars," was opened by Mr. F. D. Adams, who
spoke as follows :
The lighting of passenger cars is a matter of very
great interest to the public and to the railroads
themselves, perhaps as much so as anything connected
with railroad travel. It may be well to "go back to the
early history of railroad cars in the country, to show that
we have made some degree of of pi-ogi'ess in lighting cars.
After looking over the matter I i hink there is no one thing
in which there has been greater progress made than in this
one. I know that the puolic generally are inclined to criti-
cise and blame the railroad companies because they do not
provide better light in their cars, claiming that they are
not lighted properly and sufficiently. While this is the fact,
it is the aim and effort of all our railroad companies,so far as I
am able to ascertain, to provide as good a light as can be fur-
nished with any reasonable amount of economy. While the
cars are at present equipped with moderate light, a rail-
road that has four or five hundred cars running can hardly
afforii to tlirnw away all its lights and put in improved
ou'--. w. ih, ii ;.- .1 --ti-ong effort made in the direction of
he forties when we used
whali i'l; lit i-iji -, .\ iihusmall, contracted lamp, which pro-
duced .i '.ii., .-,:i..i.: bla/.e, very smoky and afforded very
little light. Ill fact, somewhat earlier than that trains did
not run in the night, and most of the travel was done in the
day time. After a while kerosene began to be used on
some roads, others avoiding it as too dangerous. After a
further period candles were introduced, and generally used
all over the country for a long time until such strong com-
plaints were made that something better was devised, and
mineral sperm oil, so called, was introduced, giving a light
much superior to the candles, and that soon came into
pretty general use, and it is even now perhaps more tised
than any thing else for this purpose ; but this light is now
a source of very much complaint. Most of the lamps on
the road with which I am connected still furnish that kind
of light, usin^ ordinary sperm oil; that oil can be made by
usin;; a special burner; such as is .shown here in the hall
to nis-'ht. In pniiliirr a very brilliant li"ht. That burner is
beiii^' i[Lin'.lM> I J -1 ill tc extensively, and I think that we can
say witliniii f.ar iif contradiction that this is the best and
most hi-iUiant IIl'IiI that lias evcrbceii introduced into a car.
Tlie objections arc tlms.
for the lamps so as to gul llic b._.-,i iii^lii -ml ul Uitu,. iti,',
will get dirty .chimneys smoky and oil is not a nice material
for lighting cars.
Attempts have been made to use the electric light on cars.
Our road ran two trains for two years thus lighted, at an
enormous expense, while we did not get a great deal better
light ; in fact, not as good a light as that in this ball, with
the same number of burners. No road can afford to put
electric lights on its trains; any road of modest dimensions
er' in America, and it is an . excellent light, clean,
ciusily cared for, and perhaps not exorbitantly expensive.
I have a memorandum of the expense pcrtaming to this
light which we have picked up, which I will read. I have
gone back to 187t5, so .as to make a comparison between the
cost of the present Pintsch light and the oil lamps or
cents per pound. The cost of mineral sperm oil, which was
bemg introduced at that time, was .M cents per gallon, and
the cost per lamp, which was much smaller than the lamp
used now, per hour, w-as -lH of a cent, but the oil gave about
; t'^ic^-o
no more light for the saiiu
some great advantages i
entirely clean, while oil is
clothing of the pa-ssengeii
} gas enough to make the
[■ month,
smallest
'..'.St for
hat the
.il, with
liei-e are
e them
Ji regu-
with the round wick In
best light. But it is ill
oil lamps as they shuuli
clean and neat; thuy
lated
Mr. Lauder— Five Sherburn lamps cost in round numbers
ilM; the application of the light $15 more, making *l(i.5 to
equip a car. To equip the same car with Pintsch lights,
including platform lamps, which will apply to all of ours,
will bring the figure pretty near $400. We have with us the
Boston agent of the Pintsch Gas Light Company, Mr.
Oldham, and the engineer of the company from New York,
Mr. Dickson, and I would like to hear from them.
Mr. Robert M. Dickson— Mr. Adams & Mr. I.,auder go a
good deal further on their roads than is customary with the
Pintsch equipment in putting in two tanks and a good many
lamps. We have made the cost of equipment just about the
same as that of oil lamps, as far as the lamps are concerned,
and that is about as good as we can do. As to the expense
of operating this system, Mr. Adams' figures are correct
We have not claimed that the cost of the light per hour
would be less than -83 of a cent per hour per lamp. I have
figured up the cost of lighting by oil, from statistics fur-
nished by four different roads, and find it to be, including
care of the lamps, 82 of a cent per hour per lamp. An
estimate bv another person made the cost -84 of a cent. I
do not believe the Sherburn lamps are as expensive per
candle power as modern oil lamps.
Mr. D. J. T. Oldham— Three years ago Mr. Theodold
Fostall, one of the most eminent authorities on artificial
lighting, wrote as follows : "I believe that your compressed
gas system will be found to furnish the cheapest and most
reliable light for passenger trains." Since that time many
prominent gas engineers have become interested in the
establishment of stations for the supplyof Pintsch gas. and
it has been adopted for use by thirty American railroad
companies in addition to those using it at that time. It is
not claimed for this system that it can supply more light
than any other. Any amount of light can be supplied by it
or by oil lamps, or by electricity, but it will supply as
much as either, and do so more reliably, more conveniently
and at less cost. In car lighting a large amount of concen-
trated light is not desirable. It is more efficient to have
the same candle power distributed from smaller lights
throughout the car, because ths intensity of light dimin-
ishes as the square of the increased distance. Also with
more sources of light the shadows are lessened in number
and area. The greatest obstjicle working against the rapid
introduction of the Pintsch system here in earlier days
was the promise held out by electricity of becoming avail-
able for ear lighting. It had many advocates in America
and Europe. Three largo American railroads are now using
the system on their principal trains where formerly elec-
I ricity was used, and the news has recently arrived of its
_'iiieral adoption by the London, Brighton & South Coast
Railroad, of England. This company has been using quite
generally the most approved form of electricity for passen-
ger train lighting.
Mr. Lauder — While we are using the Pintsch gas quite
extensively, and preparing to use it more, there are a great
many conditions of railroiiding that make it very hard to
use gas in lighting cars. The road I am connected with is
badly cut up : it is a road of branches, and a great many of
our cars never get to large terminal points. Therefore it
would take a large number of gas plants, located all over
Massachusetts, to light our cars if we adopted that system.
There arc other systems which give as good light as that,
which are not subject to those objections; one is the Fi-ost
carburetter system. It has the advantage of being applica-
172
THE FLML^VAY MASTER MECHA NIC.
Novemher, 1891
ble to an V car under any conditions, and carries its own
material with it. With the Pintsch system you have got
to run your cars where there is a gas plant. The Frost
system uses gasoline, a very inflammable material, and
many object to it as too dangerous; but we use things in
our paint shops quite as dangerous, and with reasonable
care in handling it is safe. Another serious objection to it
is that it requires a great deal of care and an intricate
knowledge of the system. WTien properly run it gives the
most beautiful light I ever saw in a car— brilliant, soft ami
intense. The question of the best method of car lighting is
by no means settled yet. The question of leakage is to be
considered. In the Pintsch system the gas is put into re-
ceivers under the car, at a high pressure, S, 10, 12 or 15
atmospheres, and if there is any possible chance for a leak
it «ill lind it; everything has to be done in the best man-
ner to stand such a pressure, especially in view of the
shocks and jars incident to running a railroad train. The
simplest, most economical, and, perhaps, all things con-
sidered, the best system of lighting to-day is that lamp
whicti you see here in the hall; the only objection to it is
tlie heat « hieli it throws out in producing that brilliant
light. This has a \r.\d effect on the roof of a car, and is
e-speeially objeetiouable in summer. Some would say there
is another evil in that system, and that is the danger. I
suppose we should have to admit that there is more danger
of the cars getting on fire from that lamp in case of a col-
lision or other disaster than there would be from the
Pintsch gas; but I know of do well authenticated case
where a fire has been started in a railroad wreck fiom
lamps when filled with 300 fire test oil. It is very commonly
believed that we bum ordinary kerosene oU in our lamps,
and there is a good deal of howling against it; but you can
take a pan of the oil we use and put a fire out with it.
Mr. Dickson— A road \vith SOO cars could profitably put
its own works in and make its own gas, which would be
cheaper than lighting with oil. W'e cannot run works in
Boston as economically as a railroad can. A plant that will
supply 400 to 500 cars cost for appiratus about $11,000,
including all the distributing lines. The Erie works have
cost them in the neighborhood of l.i,0OO. They have 3S0
cars equipped and running, and supply their ferry boats
and shops; they have many cars they do not use gas on.
For 100 cars the cost would be about *.i,000 to equip.
Mr. Butler (X. Y., P. & B.)— We have labored under
the difficulty of having our gas at Stonlngton ; there was
one time when we transported our gas to New London ;
since we have got our plant at Mott Haven we are relieved
from carrying the gas a long distance. Some years ago
we made an estimate as to the comparative cost of lighting
by the Pintsch gas and by oil, and it resulted in favor of
the gas, for maintenance and everything,
interest on the plant.
' less than 7(i,(.K)0 lbs. per square inch tensile strength, or elnn-
I gatiea less than 20 per cent, iathe specified testsection, will
' not be accepted."
The letter then continues as follows :
*' We also send with this two blue prints showing the
;iction of these rods in service, under adverse circum-
stances. Rods 1, '2 and 3 were broken under one of our
The Southern and Southwestern Railway Club convened
for its tirst meeting of this season at Hotel Duncan, Nash-
villi' 'r.'i ^, . !><•;, ;,.T :(. .It ii ..■.■I.>ek a. m.. with a
I'l! ■ , following: E. S.
OS, G. H. Black-
This subject had already been introluced by Mr. J. W.
Hemphill, superintendent of motive power Jacksonville
Southeastern Railway. His paper was presented at the
St. Louis meeting Apnl 16, IS'JI, and was printed in the
proceedings of the club for that month. The secretary read
a communication which had been received from the superin-
i accompanied by a set of blue prints showing
the construction of fluted solid end
standard on that road. The rods are
ends have the oil cups forged on . i :
nearly every one of them had run about 4.'>0,000 miU
fore they broke and the mileage of those which had f
in service was approximately the same . for this reasc
WIS inclined to think that after having made .i ce
mileage these rods were liable to failure, iudepende
1-he
jiiTllI
vice. T'he main rods on these en- ~
forked back end, and the front eno :-- u! i ~i i o' ' o.^
strap being necessary becaus' j .hLj,;. 1 in
qaalitv of steel from whicn these rods .ire made is indi-
*„ated by the following abstract from the specifications for
ine material :
"All blooms t
bloom will be (It
r oper
One end of each
leturer to a test
■ test bar to re-
it from this bar
il show a tensile
1 :ind an elonga-
uilly % inch ,fia-
ore than SO, 000 or
Fig.
ediate cause was
! close to the hub
ay off and
eight wheeled passencjer engines. The
the breaking of the rear driving wheel
of the right wheel, and allowing the t
uown the bank. This had no sooner occurred than tne leit
hand back wheel also bi*oke and went down the opposite
side of the bank. Figs. 1 and 3 represent different views
of the same rod. You will observe that it twisted to al-
most two spirals before it broke. The rod shown in Fig. 2
did not break: it merely got one complete twist. ITiis
shows remarkably line material.
" A short time after this we had a rod, similar in design
and on the same class of engine, break while the engine
was running about 30 miles per hour. It did not t^vist, but
broke off short. There was no apparent reason for it unless
the engine caught on sand on one side. We made labora-
tory tests of this material, expe^-ting to find a marked dif-
ference in it. Kather to our surprise all showed well and
everything was within our specifications. Theresult-s of the
tests are as follows:
Ultimate Strength Per Cent, elong-a-
t rod (Figs. I and a
25'^ (twig
After the reading of this communication the subject was
open for discussion.
Mr. James Meehan stated that he had made it a practiue
whenever rods were broken or cracked on his road to test
the material, and he had found that while the metal might
be excellent in some parts of the rod, if he took a test piece
as close to the broken surface or crack as possible, he would
find the structure was entirely different from the remain-
der of the rod. It was frequently crystallized, the crystals
being very coarse, and the materia! showed signs of fatigue
in every way. He concluded, therefore, that the vibrations
of the rods were localized at the point of fracture and for
this reason that part of the rod had been gradually reduced
to an unsafe condition and had finally cracked or broken.
He frequently found this crystalline structure for three or
four inches on each side of tlie break or crack. He had for
eight years forged his rods out of selected scrap and none
of these rods had ever broken. This, however, he be-
lieved was due to the care with which they were watched
because a number of them had cracked. He
had tried solid ends for the back of the main rods and
some years ago had eight engines fitted in this manner.
They gave excellent results, but there was one rather seri-
ous objection to the arrangement. Whenever it became
necessarj- to put a new bushing in the back end of the
main rod. the engine, if it was a passengei-, had to be put
in freight service for a few days in order to make sure that
there would be no trouble from the bush and pin heating.
With this one exception everything was most satisfactory
and if the motive power on a road was adequate to handle
the traffic there would be no difficulty with the arrange-
ment. At the time, however, he was so short of motive
power that it was a serious matter to take an engine from
passenger service and put it into freight and for that rea-
son the bush was abandoned. As showing how service-
able such an arrangement is he stated that one engine had
made 127,000 miles without rebushing any of the rods and
that the bushings in the back end of" the main rod were then
in pretty fair condition. He did not believe in high gi-ade
steel for parallel rods and thought that the tensile strength
named in the specifications above was too high.
Mr. James Cullen, when asked for his experience on this
subject, said that he had no trouble whatever with the rods
and he had some of them which had been in service for
Mr. W II. TI
' with heavy rods
.SI. Ill II h' .- _!' I ! '■ I I if uniform section
tliiii iL'li-'/ : -,ik near the middle
that iiMiii' It I i: -r.. iM . I I, 1 ti ■ u ere made deeper in
the center than .iL Uil- iiiii>, I li.-_v uuuid generally break at
some point near the end, or at le;ist not in the' center of
the rod. The heavier rods of more recent date, however,
had given no trouble and had been satisfactory in every re-
Mr. J. J. Casey stated that he had about one-half dozen
rods break in the last few years. He h:id noticed that
quired. He stated that he was also using a turnbuckle for
the same purpose.
In discussing this paper, Mr. Steinbrcnnerstated that he
had had considerable trouble with broken springs when
using the American continuous draft ^e.ir. Tbe slackness
also caused more or less trouble and lie thought the offset
suggested b\ Mr. \Valk?r was a verv good thing. He had
tried the Butler draw-bar attachment in combination with
the American draft gear, and the two gave excellent re-
Rutler attachment entirely prevented the
: spri
-ith i
Casey stated
pressed solid. The attachment
cellent in everv way. Mi*,
that he had TOO "cars with the
draw gear and he also had trouble with the
springs. In point of maintenance, however, he
thouglit they saved fully 75 per cent, on the draft ^ear it-
self. Four hundred of thf*ie 700 cars had been running for
raorethan ummi and h.- did not believe that they had spent
oyer§2."J t.iri(|.,in> m, ili, m all, and nearly'all of this
amount was tm sjunn^-s Mr. James Cullen
draw gear, and did uui agree with the others in regard
to the Butler draw gear. He found it quite costly,
and had just looked over a number of bills from adjoining
ways found t'hat the
about perfect. He
the yoke used for
that used on li.lii
draw geai
thought tin
H. Thomas ., i
employed weie tl
wards developed in the disi usv, ^i inu'-s were
now all maiTe of malleable iimi [naetically
no trouble when this material V ,- , , ,i, uiiie latest
form was satisfactory in ever\ i< -i Mi i i-- \ thought
there « as one particular advantage m the Butler attach-
ment, in that it prevented the breakage of springs.
The election of oflicers f"r the ensuing year resulted as
follows: President, R D. Wade, S M P. Richmond &
Danville; first vice president, Pulaski Leeds, S. M. P.
LouisWlle & Nashville; second vice president, Mr. James
Meehan, S. M. P. Queen & Crescent: tre;isurer, Mi\ A. G.
Steinbrenner, M. C. B. American Refrigerator Ti'ansit Com-
pany, of St. Louis. The office of secretary was not filled,
the secretary for the past year,Mr. W. H. Marshall, having
meeting.
The next meeting will be held iu Atlanta on Novem-
ber 19.
The following subjects were proposed as suitable for dis-
cussion by the club at an early date:
1. Uniformity in locomotive performance sheets, and in
the methods of collecting and computing the data embod-
:; A [iiniii ; raiUnad shop [the person reporting on it to
s.-l. . I anv iMpa. iiv of shop wlflch he desires.]
4. liipair wmk on large systems.— Should it be conduct-
ed in uue lar^'o plant with numerous small plants capable
of doing only light repairs, or should the work be conduct-
ed in several large establishmems distributed over the
sjstem, they in turn to be supplemented by smaller shops.
5. The best material for car axles.
Of these subjects it was decided to select the first and
fourth for presentatimi .i: iti.' im-\i mi..i;i,_' Mr W ii.
Thomas, of the East I ~ . \ , > K.
road, was appointed i . . . i ; , i
ing repair works on i.H _. -,^,1; v;; .1,,,, .\;. >
ban was appointed t" rfi'i>ri .hi 1 h^- um f. .run! _\ 'm inritmn-
The secretary in his report for the year stated that the
financial condition of the club was good and that its mem-
bership was steadily increasing. It began the year with a
membership of 24 and there were now enrolled Si).
The report of the treasurer. Ml s 1. ^1 ai 1 nt. showed
Adjourned.
T^e monthly formerly known as the Journal of
Car Heating has enlarged its field, and at the same
time changed its name, and is now known as the
Railroad Car JournaL This journal now intends to
cover all matters of interest pertaining to the im-
provement of the railroad passenger car. The num-
ber of reading columns of the paper has been in-
creased and it is the intention to fill them with that
which will be of interest to all railroad men connect-
ed with the passenger department and to the supply
trades interested in the construction and maintenance
>roTEMBEE, 1891
THE FIAILV^^AY MASTER MECHANIC.
173
THE UNIVEHSAL STRAIGHT POET STEAM COUPLING
The Gold Car Heating Comimny, of New York, hits
recently perfected and Introduced a straight port
steam coupling for use in car heating, which they
have named the "Universal." Fig. 1 of our illus-
trations show two of these couplers and the manner
in which they go together: Fig. 2 is a horizontal sec-
tion through two couplings in the coupled position;
Vig. 3 is a perspective view of a single coupling; Fig.
4 is a view of the valve seat and Fig. .') and U are sec-
tions and exterior views respectively of the gravity
trap'employed in the coupler.
Kacli coupler body is ma<le of malleable iron, and
of
splu
thimble. This thimble is made with uvu projeotiuhs
which bottom in the soclcet in the coupler head, thus
limiting the movement of the seat. The seat is
loosely pivoted on the spring. By forming the
spring in the loop form shown the outer loops servo to
engage the interior of the head and hold the seat in
place, while the intervening loop is very convenient
for pulling out the seat when it needs replacing, or
when it should be removed for any other cause what-
ever. The ease with which the seat can be removed
makes the interior of the coupler very accessible.
A fine strainer is inserted in each coupler body and
is kept in position by its own spring-like movement
with the thimble cast on it as shown, weighs .5 lbs.
From Fig. 2 it will be seen that there is a straight
pathway for the steam through the coupling. Each
coupling has cast on one side of it a stud to which a
suitable roller is fitted, while on the other side of the
cou|)ling Ihece is a projecting arm with a hook on its
inner fsvce adapted to engage with the roller of an-
claimed that practicallj no hl.ii tak
friction is reduced to a minimiun when coupling. A
spherical socket, shaped in each coupler lx)dy, is
made to receive the seat which is showh separately in
Fig. 4. Back of these spherical sockets there is a
groove for receiving the spring shown attached to
the seat. In this way the seats are maintained in
the proper position. They are made of the best
asbestos composition formed external I \ :i 1 _
and by the spring on the seat. The presence of th
strainer prevents any dirt from being blown into the
trap, thereby choking it up. The drip trap is shown
in Figs. 5 and fi. As will be seen, it is a gravity trap
and very simple. A steam pressure of 1 lb. will keep
the va've upon its seat, but as soon as this light pres-
sure is removed it will fall into the position indicated
in Fig 5 and free the coupler from any water which
may be present.
The principal claims made for this conpler are that
it has a perfectly straight port; that the compensat-
ing faces are the most simple to remove or replace of
any coupling in use: that the compensating feature of
the faces insures absolutely tight joints and allows
for universal motion of couplings with the least pos-
sible wear or friction. It is also claimed that the
coupling may be used with or without traps if desired;
that it is light, durable and cheaper than any coup-
ling in the market, and that it uncouples automati-
cally and will couple and be steam tight with any
coupling of its type, including the Sewall steam
Central Railroad Club.
The Central liailroad Club held its first regular meeting
of the season in Buffalo, on September Si, President
Chamberlain in the chair. The subject discussed was the
nrised rules of intci-rhanKC. The i|uestion of wheel
yuuj. s and wheel defects was discussed considerably, and
u|>,.n a motion of Mj-. Waitt a committee was selected to
report at the uext meeting, the committee being Jas. R.
Petrie (joint inspector. Black Rock), R. S. Miller (Nickle
Plate), Geo. S. Payne (B. R. & P.), Thos. Sills (joint in-
spector at Suspension Bridge) and G. H. Eaton (Canadian
Pacilic. The wear of brake shoes was also discussed at
some length ami a committee of three, consisting of Messrs.
Peter Smith (X. Y, C), Kobt. Potts (Mich. Cent.) and A.
DdHii'im- in i; .V; 1>), were appointed to report at the next
111. ri,i,^ ,,, !(,,, subject. Mr. Potts, in speaking on the
" i ■ vM'd wheels, suggested that the wheel
' -s on the wheel indicating its weight, in
; ; ! - ' ii-'pairers in makiug renewals of wheels.
' " ' ■ ■ ' ' '-'ilriivv Iiriv" ill i-:irs brought out more
- i I I . : 11 1. I Miitmittee consisting of
^1 \ \| .' ^ ... \ -^ , Pl.t,!,. Qmitl, tfJ^ V
Testa of the Eastman Eefrigerator Car.
A refrigerator car invented by .Mr. Eastman of the
Eastman Freight Car Heater Cc, 'M State sti'eet.
Boston, has been showing remarkable results in trips
from ( 'hicago and Sioux City to the Atlantic seaboard
loaded with dressed beef. One trip from Chicago to
liostur Wiis made in August, and one from the same
point to New "i'ork in September, lx)th with beef
killed at Chicago. In each case the car was iced at
the place of departure and the doors of the ice tanks
were then locked and sealed, until opened at destina-
tion. The writer was present at the opening of the
car at New York, and inspection of the ice tanks
showed that not more than 30 per cent of the ice had
melted. No salt whatever had been used, the lloor
of the car was dry, the temperature was 41 deg. and
a self registering thermometer showed that there
had been a variation of but one degree during the
trip. It is unnecessary to add that the meat was in
perfect condition. The earlier trip from Chicago to
Boston was equally successful.
Since the two trips referred to, the car has been
submitted toa still more severe test. September :iO,_
the car was iced at Sioux City, .five tons being used,'
with no salt. The doors of the ice tanks were then
locked and sealed as before. The next morning the
car was loaded with 3.5 head of soft, grass fed beef" and
left Sioux City for Boston, at one o'clock p. m, Oct. 1.
It arrived in Boston with the seals of the ice tanks
unbroken and was opened at fl.45 a. m. Oct. 8. The
temperature of the car was 40 deg. and there had
been but Udeg. variation in temperature during the
trij) of nearly spven days. Fully three tons of ice
were still in the tanks. The Boston agents of the
Sioux City concern which shipped the beef, certify
that the beef "was in perfect condition and the result
of the test was in every way satisfactory to us.'"
In this car the ice tanks are perfectly insulated
from the part of the car in which the load is carried.
The refrigeration is accomplished by currents of air
which flow over the ice and under the floor and pass
into the car through registers. The circulation of
air is controlled by automatic regulators. In the
construction the laws of air circulation resulting
from changes in temperature have been studied, com-
prehended and successfully applied.
Car Heating in Maine.
Till- laili nad commissioners of Maine recently is.sued
a. Ill 11 r ii ., liirh they announce their intention of
^1"! I 1 iiv the law after the expiration of the
ti ^lilted and now jn force. The law of
l--:i i.iinnU.s liial "no passenger, mail or baggage
car, on any railroad in this state, shall be heated by
any method of heating, or by any furnace or heater,
unless such method or the use of such furnace or
heater shall first have been approved in writing by
the board of railroad commissioners:" ♦ • ♦ "and
that in no event shall a common stove be allowed in
any such car." This board in their report of 1890
said: "In obedience to the provisions of chapter 27.5
of the jjublic laws of l.'<S!i. railroad corporations have
generally discarded the use of what would reasonably
be termed common stoves, for heating ))as8enger,
mail and baggage cars, and steam direct from the
locomotive has been generally substituted as a means
of heating, though other methods of heating, but little
safer than the common stove, are still in u.si3 upon
THE RAIL^VAY MASTER MECHANIC
■November, 1891
NEW DOLBLE SL RFACER
"many railroads in tiiis state. While this tact would
seem to be a violation of the provisions of the statute,
which is being permitted by the board, we can only
give as an excuse the one we gave in our last annual
report, viz: The board, upon investigation, found
that a statute, similar to the one enacted in this state,
had been in force in the states of Massachusetts and
New Hainiisbire, and that the railroad commissioners
of those states had approved all methods of healing j
heating cars, other than by what might be called
commoQ stoves." Fcjling, however, that the most
stringent regulations should be adopted to provide
for the safety of passengers, and to comply with the
spirit of the law, and inasmuch as improvements have
been made in some of the devices for heating cars
now in use, the board gives notice to all railroad cor-
porations operating railroads in the state, and to all
manufacturers of car heating devices, that after the
expiration of the time limit of the ;i|.|.rnvalf> nmv in
force, namely, .June .10, lHil2, no mi. lli.«l nf li.;iiinu
cars will be approved, which, in th.. ..piniMii i.f th.'
board, will not reduce the danger ii> lire. Ui ijaaaun-
gers and employes, to a minimum.
A NEW DOUBLE SURFACER.
We illustrate this month a new double surfacer
made at Norwich, Conn., by C. B. IJogers & Co. — the
oldest concern in the country, wo believe, manufactur-
ing heavy wood-working machinery suitable for rail-
way car shops. The company gives the following de-
scription 3f the machine:
The machine is built as either a double or single
surfacer and works 20 in. wide and up to 10 in. thick.
It can be furnished with four solid feed rolls or with
divided feeding-in roll for feeding two pieces of stock
of varying thickness at one time as desired.
The cylinders are large, slotted for thi-ee or four
knives an desired, and run in heavy yoked boxes to
insure perfect alignment. The iwnuet chip breaker
and pressure bars are all quickly and easily adjusted.
The lower cylinder is readily set for any desired cut,
and the end of the bed swings down to admit of easy
access to the head for sharpening or setting knives.
The hed is raised and lowered on four screws by band
or power; when i>ower is used an adjustment of K in.
is accomplished in one minute.
Particular attention is called to the fact that when
set to proper thickness the lowur cylinder, while
firmly attached to the bed, is also clamped to the sides
of the frame, insuring perfectly solid support. The
feed on this machine is very powerful, the rolls being
large and the gears on the rolls about twice as large
in diameter, giving proper leverage. Each pair of
feed roll boxes is connected in yoke form to avoid the
possibilitv of cramping, and all links are hung on
boxes instead of on roll shafts. The feed is driven
direct from the top cylinder through two feed shafts
provided with cones giving four- changes of speed.
This mai-hine is very heavy, thoroughly well made,
and adapted to a full line of single and double surfac-
ing on all kinds of lumber. The countershaft has
light and loose pulleys, UxS in diameter, and should
make ilOU revolutions per minute. The weight of the
double surfacer complete is(),250 pounds, and weight of
ingle surfacer complete is ."),.500 pounds.
The Fontaine Automatic Time Signal.
The l-'oiilaine Safety Signal Company, of Detroit,
■iiKil >T.rvi.-,- 'i'|]ui-.clay aflir'ii.iDii. i i,;l.ilK-r 7lh, for
]r l.rii.ili ,jf a;i iiitcr."v-t.J in i-ailwa\ safety appli-
ijrrs. -i'lu; rx liibilioii t()nl< place uii 1 lie line of the
hicago tV Alton Kailway, between Chicago and
.Joliet, the oHieials of this company having generously
placed at the disposal of the signal people a special
train, with observation car, for the purpose. The run
was about 40 miles, and over a portion of the road on
which the railway company has had erected IT of the
Fontaine signals. A detailed description of this signal
was given in our issue of April, 1890, but for those who
have not read the description referred to, as well as
those who may not be familiar with the device, we
would say, brielly, that its principal features are as
follows: It consists of a dial borne on a post, the
hands on the dial indicating, up to 20 minutes, the
lapse of time after the passage of a train. The hands
are operated by clockwork, set in motion by mechan-
ism operated by the tread of the locomotive depress-
ing a lever by the side of the rail. The shock of the
impact of the tread on this lever is completely ab-
sorbed; and only one shock is received from each
train, as the lever is kept from quickly rising to its
normal position— slightly above the level of the rail
head— by a very ingenious device. The wheel
tread ,li,i .■.,.-, .m. . nd ..f a l.-vei-. uhieh is ful-
SOrbi-d : .1 ;.;,li^::i, 1 In ■ . .1 he r .■11,1 ri..es it
to the reliirn of the pisUm which keeps the lever be-
neath the rail head practically during the passage of
the train; attached to the inner end of the lever is a
spring arm which, in rising, pulls up a wire rope
which, passing under a wheel, operates a rock shaft
arrangement in the bottom of the hollow post, which
in turn pushes upward a vertical rod; as this rod
moves upward it raises a lever which in turn pushes
upward a rack bar, the teeth of which engage in a
gear on a horizontal shaft bearing a clock spring.
The revolution of this shaft winds the spring, and at
the same time causes the dial hand to fall to zero,
when the spring commences to unwind and operates
clockwork, which carries the hand gradually to the
20-minute mark.
On the trip referred to above a large party of
prominent railway officials and newspaper
men were present, including a representa-
tive of the Railway Master Mechanic,
and the exhibition was considered a success in every
essential, and the device met the approval of all
present. At Lament the party alighted, and in-
spected the interior mechanism of the signal, and the
apparent simplicity and reliability of this part oi the
signal convinced the most skeptical that it was capa-
ble of fulfilling every requirement necessary. The
signal company was represented by Mr. Eugene Fon-
taine, the inventor, and Mr. H. E. Fontaine, his son,
the latter having, charge of the company's interests
in Chicago and the west, with headquarters at
Chicago.
The Works of the Mason Kegalator Company.
The new works of the Mason Regulator Company are
located in Milton, a suburb of Boston, on the Old Colony
road. Milton, by the way, is noted for its immense choco-
late manufactories, anil the Mason building is situated so
near some »,f tin si' that the summer breezes come through
theoi)en w in.lnws ,it the offlce, laden with rich odors from
the griiuiiiie aiul pressing machines of these establish-
The building is 40 by SO feet, with three floors. The
climbing ivy which covers the front, and the stands of
plants and flowers at the eatrance,lead the visitor to expect
a pleasant office and neat work rooms— and he is not disap-
pointed. The machine room is excellently lighted, and the
arrangement of the tools, which are on the main floor, has
been carefully planned. The lathes, special tools,
etc., are of the very best makes. The machinery
IS driven by a small Sturtevant engine in the
basement, the trimmings of which were made by the
Mason Regulator Co. These are all nickel plated and give
the engine a particularly neat appearance. The brass
foundry is on the floor above the machine shops. Here
only the best casting brass is used— the only scrap melted
NuVBMISEE, 1S91
THE RAILWAY MASTER MECHANIC.
being that produced ia the works. A magnetic separator
is used to take all iron and steel out of brass chips, filings,
etc. The company finds that for the class of goods it turns
out only the very best quality of brass can be used, and
also that its reducing valves, etc., must contain plenty of
stock. The workmen are a selected class and are paid
considerably more than average wages. The works were
planned and built by Mr. Mason, the inventor of the Mason
reducing valve. He was formerly a chief engineer in the
U. S. navy and now superintends the construction of the
valves and other products of the company. Mr. Mason
has designed a new and ingenious valve motion for steam
pumps, which the company may add to its lines of manu-
facture.
The business office of the Mason Regulator Co. is at 10
Central street, Boston, and is in charge of Mr. Walter G.
A HEAVY SILL PLANER AND TIMBER DRESSER.
In the accompau.vinfr illustration we show a heavy,
si.\ roll, four sided sill ])laiier, matcher and timber
dresser which is being built by the Bentel & Mar-
gedaut Co., of Hamilton, O. The company claims
that this is the best arranged, strongest and easiest
running side planer of th6 heavy class now in the
market. After a careful study of the methods of
planing or dressing more than one side of a timber at
a time, the company has come to the conclusion that
either heavy or light material should be planed on
the lower side first and then on the remaining three
sides, and numerous mechanical e.xperts agree with
them in this opinion. They have consequently met
this demand in various forms of planing machinery,
and have incorporated this same feature in the planer
and matcher which we illustrate herewith. It is
claimed that the planing in this manner on the lower
side first obviates all undue resistance in feeding the
material along, such as is occasioned by crookedi
The upper head is placed close to the lower cutter
head insuring thereby much Ijelter work and pro-
ducing less frictional pressure on the table and pres-
sure plates. This head is also made of crucible steel
in much the same way as the lower one. The heavy
chip bonnet and chip breaker swing entirely out of
the way for sharpening and adjusting the knives.
The side head mandrels are e.\tra strong and provided
with three bearings of unusual length. The lower is
a step bearing and has a journal lxi.\ bearing besides.
plate of brass which is encased and runs in oil. To
avoid all possibility of the side head spindles heating
or quivering when running at high speed the regu-
lar journal Ijox and caj) is provid.-il adjacent to the
step bearing. The side head .mi. ...,-. i - > are
fully equipped with chip break. - !• iices
for tenoning, grooving, mauli _ • u . or
for any work for which side eiin. - - ai . ,- .
This machine n-ill plain two i^iues 24 iii. nuiu and
up to S in. tliick. (ir fmu- billet- Iti in. wide and .Sin.
thick. The feed luis three changes of speed, varying
from 30 ft. up tn H-'i ft. |iei- minute. It can be fed
taster or slower tbuii these speeds by changing the
size of the feed pulleys. The machine is supplied
with two counter shafts, one at each end of the
frame. The whole length of the machine including
counter shaft is 17 ft. and width over all is -i ft. 4 in.
stone was for many years division master mei-hanic of the
same road, in charge of the shops at Hartford, Conn., but
! his hcidiiuartcrs will henceforth be at Norwood, Mass.
I The resignation of Mr. J. W. Luttrell, superintendent of
motive power of the Newport News & Mississippi Valley
road at Paducah, Ky., is announced. It is understood that
Mr. T.*uttrcll will engage in similar work elsewhere.
I Mr. E. T. Jeftfey, formerly general manager of the lUi-
I uois Central, and president of the Grant Locomotive Works
; of Chicago, has been elected president and general manager
1 of ti.e Denver & Hie grande, with headquarters at Denver,
Colo.
Mr. W. D. Crosmat.. ^^fl for several years so ably filled
I the position of cdifbf O^^^Vjournal, and was idso for many
I years the etficient 998^|j||^ "f the Western Railway Club,
I has been chosen as secretary of the Northwest Railroad
j Club, to succeed Mr. Harry P. Robinson.
The death of Mr. A. R. Cavner occurred at his home in
Chicago on October 11, of pneumonia. Mr. Cavner was
well known in railway circles, being at one time second
grand chief of the order of Brotherhood of Locomotive
Engineers, and was prominently identified in the settle-
ment of the famous *'Q'' strike. Mr. Cavner was actively
engaged in perfecting a device for the improvement of
combustio n in locomotive smoke boxes at the time of his
death.
PERSONAL
Mr. J. VV. Mai-den, superintendent of the car department
of the Fitchburg Railroad, has been assigned the duties of
superintendent of buildings in addition to his other duties.
Mr. Wm. Hassman, formerly master mechanic of the
Chesapeake & Ohio at Huntington, W. Va., has been ap-
pointed superintendent of motive power of the western
of the Newport News & Mississippi Valley Rail-
Mr. Clem Hackney has been appointed general manager
of the Fox Solid Pressed Steel Co.. to succeed Mr. F. P.
Davidson, who has resigned. Mr. Hackney was formerly
superintendent of motive power and rolling stock of the
Union Pacific Railroad, and is well known in railway
circles.
On Wednesday. September 23, li-Sl. the death of Mr.
Edwin Harrington occurred at Bethel, Vermont. Mr.
Harrington was in the sixty-seventh year of his age, and
or splinters and dirt adhering to the lower side of the
timber. The operator can also gauge and size up the
timber at the start, prevent the rocking motion of
the material, and secure perfectly square work in the
full length of the timber.
The machine is carefully constructed throughout.
The feed rolls are 8 in. in diameter, while the
journals are also very large. They are strongly con-
nected throughout with a system of compensatini;
levers and weights and are raised and lowered by
power simultaneously. A small lever on the feeding-
in end of the machine adjusts the whole train of feed
rollers by power, while the adjustment by hand can
be done at the other end of the machine by means of
a hand wheel. The connecting links of the train of
expansion gears are hung on special journal boxes
and not on the feed roll shaft, thus preventing undue
wear of the links and shafts. The lower feed roll
journals rest on adjusting levers, which can be ad-
justed quickly from the outside of the machine frame
without going under, the machine. All gears used
are of large diameter and have very broad face", mak-
ing them durable and easy running.
The lower cutter head is made of crucible steel
slotted for knife bolts on four sides, with journals
I 1.5-16 in. in diameter and provided with driving
pulleys at each end. The housing is strongly con-
nected and arranged for sliding in and out of its place
for sharpening or adjusting the knives. The housing
and cutter heads can be raised and lowered by means
of slides operated by adjusting screws worked by a
crank wrench. The front table of the lower cutter
head also rests on dove tailed slides arranged for ad-
justing the various thicknesses to be taken by the
first or lower cutter head.
road, with headquarters at Paducah, Ky., in place of J. W.
Luttrell, resigned. Mr. A. F. Stewart has been appointed
to fill the place made vacant by Mr. Hassman.
Mr. F. H. Dehn, formerly general foreman of the Texas
Central, has been promoted to the position of superintend-
ent of motive power of the. same road, with headquarters
at Walnut Springs, Texas.
Mi-. George H. Poor, well known among railway supply
circles, and who lately severed his connection with the
Boyer Speed RecorderCo., has been made general manager
of the W. S. Hill Electric Co., of Boston, Mass.
Mr. James Howard, who has become quite well known as
a writer on train brakes and other railway subjects, was
for nine yeais with the London & Northwestei-n railway.
After a full course in shop work he took full courses in me-
chanical engineering, including two years in the dra wing
i-uom. He afterward was in theoftlce of Mr. .I.E. McConnel,
the superintendent of motive power of the road , and con-
ducted under his direction the series of tests which pre-
ceded the change from coke to coal in all the locomotives
of the system. He also indicated all the classes of engines
of the road— some TO classes in all. Mr. Howard afterward
became connected with the Great Western road ot Canada,
fii-st as assistant to the general manager and later, for several
years, had charge of the locomotive and supply depart-
Mr. E. M. Humstonc has been appointed superintendent
of motive power of the New York kS: New England Rail-
road, in place of Mr. Albert Griggs, resigned. Mr. Hum-
was senior partner in the well kno\
rington. Son & Co., of Philadelphia, manufacturers of ma-
chine tools, hoists, etc.
Mr. Joseph Richards has been apjiointed master
mechanic of the Elmira, Cortland & Northern, which
vacancy was caused by the resignation of Mr. Thos.
Keai-sley.
Mr. Thomas Anderson has been appointed master car
builder of the Chicago & Eastern Illinois, at Danville, 111.,
in place of Mr. William Apps resigned, to assume same
position with the Illinois Central, at Chicago.
Mr. W. B. Snow, master car builder of the Illinois Cen-
tral, has resigned, and Mr. William Apps has been
appointed to succeed him. Mr. Apps wjis formerly master
car builder of the Atlanta & West Point, but lately holding
the same position on the Chicago & Eastern Illinois. Mr.
Snow has devoted nearly 40 years of service to the Illinois
Central R.
GOSSIP ABOUT CAR AND MACHINE SHOPS.
Work began October 14 on the foundations of the new
machine shop of the Florida Central &, Peninsular, at
Fcmandina, Fla. It will be a frame building, 70x110 ft.
Other buildings to be erected later are a blacksmith shop,
40xsO ft., a car shop, 40x'.'00 ft. and a paint shop 40x80 ft.
When the works are completed the plant now at Tallahassee
will, it is said, be removed to Femandina.
THE RAILM^AY MASTER MECHANIC.
KoVEMBER, 18
The Canadian Pacific has commenced work on its new
shops at OutermoDl. Extensive vai-ds will also be located
at this point. This company will also erect a shop at Hen-
derson, Maine, for the repairof rolling stock on the eastern
division.
Work on the new shops of the Cleveland, Cinciunati,
Chicago & St. Louis Railway at Bellefontaine, Ohio, has
commenced, ground having been broken early in October.
The shops will cost $100,000 and will be thoroughly equipped
in all respects.
The Dickson Manufacturing Company, of Scranton
locomotive drlvintr axles has just been made to one of the
western w.uis. Mr. U. W. P. Atkinson, ilS Ui Salle St., is
the general western agent.
—The Moniteur ludustrielle recommends the use of a
mixture of oil and graphite on all screws in machinery. It
says it will effectualy prevent them from becoming fixed
and protects them for years from rust, at the same time
the mixture facilitates lightening up. The Joseph Dixon
Crucible Co., Jersey City, N. J., have for a number of years
prepared graphite mixtures which have found great favor
with machinists and steam fitters of this country. Dixon's
is having constructed a new blacksmith shop, eOxiSo ft. , graphite pipe joint mixture not only takes the place of red
The structure will be entirely of iron, | ead, but is said to be infinitely better, while Dixon's graph-
Work has been commenced
WTieeliug & Lake Erie Rail
buildings will be principally ol
shop will be !"0 X 14ti ft., the wood working shop
and the boiler house ■» x 40 ft.
The Greit Northern Railway will erect new shops at
Great Falls, Mont. The plant wiU consist of a machine
shop, blacksmith shop and boiler shop, 140 x 150 ft.; as to re-
house and oflice 40 x 100 ft. A 20-stall brick roundhouse
will also be built. The company is also constructing an
addition to its St. Paul shops which will be used as a
chemical laboratory and brass foundiT The building is
48x53 ft.
SUPPLY TRADE NOTES.
—Mr. H. Conklin, manager of Chas. Moser & Co., manu-
facturers of artists' colors. mixeA paints, etc., at 75 Maiden
Lane, New York City, has distributed among the friends
and patrvns of that house a Japanese "lucky coin,'' said to
have belonged to one Co-Lor, a great Japanese astronomer
and magician of ancient days. We fear that this story is
not entirely true— there is a square hole in the center of
the coin big enough for a giKjd deal of truth to leak through
—but the "cash" will serve as a reminder of the concern
which sends it out.
—The Wheeler Condenser & Engineering Co has re-
cently filed articles of incorporation with the secrctarj- of
state, at Trenton, N. J. The company has bought out the
entire plant and business of the Colwell Iron Works, at
Carteret, N. J., which is one of the largest concerns in this
country manufacturing vacuum pans, and special machin-
ery for sugar refineries, salt works, condensed milk facto-
ries, etc. The Wheeler Co. will continue to iranufacture
AVheeler's patent surface condenser and other of his special-
ties. The capital stock of the company is i3(X),000, and the
incorporaiflrs are as follows : Frederick Meriam Wheeler,
of Montclair. N. J. ; Aaron Vanderbilt. of New York City ;
CUfton H. Wheeler, of Brooklyn, N. Y.; Wm. H. Hamp-
ton, of New York City, and Chas. W. Wheeler, of Brook-
lyn, N. Y. The headquarters of the company will be at 92
and W Lioerty street. New York City.
— So numerous have been the applications for an ap-
paratus for heating mills, street car houses, and manu-
factories that the Consolidated Car Heating Co. has
established a new department of its business and placed it
under the immediate supervision of Mr. Edward A. Smith,
the assistant secretarj* of the company. One of the special
features of this new department will be the use of the com-
mingler for the operation of various hot water systems ot j
special construction and specially adapted to the wants of
manufacturers and others. The value of the commingler Compan;
and the length of pipe through whieli it ean |
operate a hot water system are very w. 'i i
that it is used by the Delaware & Hu.K
Whitehall tunnel, in connection with j
the use of which the ditches in the • '
from ice in winter. Another case equally -.uikiMj; is that ,
«f the Albany electric car house, in which there is 3,500 1
feet of pipe through which hot water is circulated by the
use of the commingler. Another derice which will be
handled to a great extent by this new department is the
McElroy stoam coupler which is already introduced in mills
and other manuf-.cluring establishments where a perfectly
secure and simple connection, and one which can be
instantly made or broken, is desired. Through this depart-
ment the Consolidated Car Heating Co., will supply
material and necessary blueprints and drawings for house
beating planU and for the special needs of manufacturing
concerns. It will not, however, undertake the work of ai>-
plying or setting up these derices or systems of heating.
-Mr. T. F. De Garmo, who for some time represented
the Hinson car coupling devices in New York, has accept-
ed the position of general agent with the Trojan Car
Coupler Co., and has already secured s4imc good orders.
The Old Colony railroad is equipping 100 freight cars with
the Trojan coupler.
—The demand for LowMoor iron for piston rods, crank
pins and stay bolts seems to be on the increase, and several
orders have latel;
ited oil IS used where a thii
for lubricating bearings. Graphite is the best natural
lubricant known.
— Among the recent orders given for locomotives may be
mentioned the following : The Baldwin Locomotive Works
have received an order from the Buffalo, Rochester &
Pittsburgh for six new engines, four which are to be heavy
consolidated freight locomotives, with .VJ in. drivers and
cylinders 20x'i4 in., two of which will be compounded ; the
remaining two of tne order of six are ot the American pas-
senger type, with lSx-34 in. cylinders, and driving wheels
»S in. in diameter. The Baldwin Locomotive Works are also
building a compound of the V;UKiain type, a ten wheel, and
two eight wheel simple engines for the Los Angeles Ter-
minal Railroad. The compau.v i- also to build a new three
cylindered engine for the Al>: ■ - ■ i,:\-.Liy up Pike's
Peak; five compounds of tii' \ ■; the Penn-
sylvania Raih-oad, and five r. ,11. uls, withlGx
•27x2$ in. cyUnders, and weiL'li i - ::>. - . for the New
York, Lake Erie & Western. Tfie Brooks Locomotive
Works are building ten 30x-J4 twelve wheeled freight
engines for the Great Northern Railway line; 35 locomo-
tives for the Lake Shore & Michigan Southern, and 1-3
moguls for the Lake Erie ,& Western. The Chicago & West
Michigan Railroad Company is having six passenger and
two switching engines built at the Rhode Island Locomo-
tive Works. The Rhode Island Comoaiiv is also building
six locomotives for the Clii ■. Mi ,i ik,.' & St. Paul,
and 25 engines for theBosii ^ \ l!,, NewY'ork
Central & Hudson River Rai.: ' o eontraeted
with the Schenectady Locoiuu;..L \V,:j.> l .r l he construc-
tion of 50 locomotives. 40 ot whieh are eit;ht wheel passen-
ger engines, and nine are heavy moguls. The Chesapeake
Jk Ohio are having ten locomotives built at the Schenectady
Locomotive Works, and also nine at the Richmond Loco
motive Works. The engines consist ot ten wheelers, con-
solidations and six wheel switchers, all to be delivered be-
fore January 1, 1S93. The Chicago, St. Paul & Kansas
City road is having '25 engines built at the Cooke Locomo-
& Stillman have recently added 5,000
received.
—Messrs. Wa
ft. to their aln
New York City, will i.ii\ ih. |ii>.r i, tiou of their railroad
tools will be greatly •, 1 , output of hydrauUc
jacks and car wheel i. -- ■, last two years, has
increased to sueli an r:- b ni 1 1,,,; i ii. .i.l option of this course
V..,, i,i,.;,ir,; .iiisolutcly ueeessaiy it they would keep
,., ! orders. From reports received as to the
, i:: superiority of this class ot their m.inufac-
luiL= liiL lu.^j'eel is decidedly encouraging.
During the month the Riehle Bros, Testing Machine
pleted and exhibited for a few days in opera,
tion at their factory a large vertical screw power testing
machine, arranged with two movable cross heads for quick
adjustment, for testing long and short specimens by tensile
strength. The machine will test by tensile strains speci-
mens from 10 ft. down to ti in. long; transverse specimens
from IS ft. to 1 ft. in length; compression specimens 12 ft.
in length or less. It is specially designed and built for the
School of Practical Science, Toronto, Can.
—The equipment of '200 cars for the Ne\\ 'I'mk. New
Haven ,& Hartford Railway Company "• 1 - ii i-s
been completed by the Safety Car II _ v ! _ ; _•
Companj-, of New Y'ork. The New Yi „ ,^ \. i. _ ul
cars are being rapidly fitted with the tnbbs .oo|i;ei>. u l.ieli
are used in connection with the Safety Company's hot
water circulating system.
—The limited trains of the Erianger system, which run
between Cincinnati and Florida, are equipped with all that
tends to make travel a luxury. The coaches are elegantly
furnished and supplied with all modern conveniences, in-
cluding steam heat and Pintsch gas.
—The Kouffel & Esser Co., ot New York, manufacture! s
and importers of drawing materials and surveying instru
ments, have found it necessary in order to accommodate
their immense patronage to open a branch house in Chicago.
and western customers ot the company will now find in
charge ot this oftlce, which is located at No. 'JOS State St.,
Mr. Fred. Braasch and Mr. F. M. Bianchard. Mr. Braasch
lias been with the Keuffel & Esser Co., for the past 12
years and has therefore a through knowledge of the busi-
ness. The Chicago office will carry in stock a complete
line ot the company's goods and the business will be con-
ducted here on the same principles which have brought
the New Y'ork house to its present importance. The open-
ing of this branch office ought to be a great convenience to
western draughtsmen and engineers.
—The Lcland Car Heater & Steam Coupler Co., ot New
Y'ork, has received an order from the Lake Shore &
Southern Railway for the equipment of several new cars
the road is now building at its Cleveland and Adrian
—The Falls Hollow Stay Bolt Co., ot Cuyahoga Falls,
O., are meeting with considerable success in the introduc-
tion ot their mandrel-rolled hollow staybolt iron. The
company recently received a large order, amounting to
nearly a car load, from the New York, Lake Erie & West-
ern Railroad. The process bv which these bolts are manu-
factured makes them seamless, and the metal employed
has a tensile strength of not less than 50,000 lbs. per square
inch and an elongation of at least 3S per cent.
—The offices of the Lappin Brake Shoe Co. have been
moved from Aldrieh court to room 406 Wells building. No-
IS Broadway, New Y'ork City.
—Messrs. Avery & West, Rookery building, have as-
sumed the western agency for the ratchet drill made by
the .Schuttler Manufacturing Company, of Chicago. This
drill was shown at the Cape May conventions, and at the
roadmaster's convention in Minneapolis, and in both in-
stances it attracted much attention. The drill then ex-
hibited was inlended chiefiy for track work, but the
company is now adapting this drill to general shop work by
adding an automatic feed, and they will be ready for the
market in a short time.
THE OFFICIAL RAIL^A;'AY LIST
Changes for the Month of October, 1S91.
^'eed appointed division
place of Geo. E. Armor,
deceased; office at Reynolds\'ille, Pa.
Baltimohe & Ohio.— Trainmaster J. E. Spurrier, of
Philadelphia division, appointed ' * ' " '
ot second division, with headqua
Bkixklet. Helena & iNi.i.iN B.iy.-J. J. Horner
elected president vice W. H. \Vi,l-i, , -- _ii.-l: J.B.John-
son succeeds Geo. Rich, r. ^ _ ... lal superin-
tendent.
Chaklestox, CixciN2,ATi .'^ ( ,1;- 1. 1' Waring ap-
pointed acting general freigh; .m-i i .1--. 1 -1 1 -igent, vice S.
B. Pickens, deceased.
CuiCAGo & Eastebx Illixois.— Thomas Anderson to suc-
ceed Wm. Apps as master car builder.
Wm. Mosby appointed superintendent of car sei-vice.
Chesapeake & Ohio.— A. F. Stewart appointed to suc-
ceed Wm. Hassman, resigned, as master mechanic ot
Cincinnati and Huntington di\isions, with headquarters at
Huntington, W. Va.
Chicago & Ohio Rivek.— E. O. Hopkins appointed geE-
eral manager; headquaiters at Evansville Ind.
Cleveland, Cincinsati, Chicago & St. Lotus.— Train-
master John \V. Riley, of Chicago division, appointed to
succeed A. H. Palmerton, resigned, as superintendent of
Peoria & Eastern division. D. F. Creemer appointed
chief tram dispatcher ot Chicago dirtsion, rice Riley, pro-
moted.
Central of Georgia. — H. C. Ansley appointed comp-
troller, with headquarters at Savannah, Ga.
Dec.itcr, Chesapeake & New Orleans.— The following
officers have been elected : W. N. Cromwell, of New Y'ork,
president; W. W. Ladd. vice president; Henry Belden,
urer find n. B. Be:
ed president
and gem ' : ■ ■■ ■:■'■■
D£> .M ■- '.-. I. .M .M.irl in assumed duties
of gene:.; . I M .Mlil'jl app. >liileil auditor, vice
A. W. .\i.s .■--,-,■
Elmiua, CnicrLANii ..^ Northern.— Joseph Richards ap-
pointed master mechanic, vice Thos. Kearsley, resigned.
FiTCHBiRG.— J. W. Marden, superintendent ot car de-
partment, appointed superintendent ot buildings in addi-
tion to his other duties.
W. D. Erring made assistant superintendent, with head -
quarters at Boston.
Flint & Pere Marquette.— J. H. Simpson appointed
car accountant, vice .1. H. Woolacott, resigned.
Flokii-v ~ iiiii.N ( has. C. Doming appointed to suc-
-J. M. Gruber t
ndent, extended i
lond to Ross. F(
) second division ot t
THE RAILWAY MASTER MECHANIC.
EDWIN N. LEWIS. Manager Business Department.
PDBUSHED MONTHLI BY THE
RAILWAY PURCHASING AGENT COMPANY,
Devoted to the interests of railw
nd machinery. Communicatious
are solicited.
) January 1, m86, tllis jonnial was knowTi as Tlie Rail-
; Agent. It will still in its new and wider field be
adapted to the especial wants of all who purchase or Intljience
the purchase of railway supplies.
Subscription price, troo a year. Advertlsine rates and detalle
concerning circulation given on application to the office by mail
or in person. Address
THE KAILWAV MASTER MECHANIC,
The Kookery, Chicago. Ill
New YoKK Office: 29 Broadway, Room 183.
riie Offlclal Railway Lint Is puhUghed ((1/ Ihig company.
VOlTvI] CHICAGO, ^DECEMBER, 1891. [NO. 12.
Beginning with the next ( January ) issue the
R.MLWAY Master Mechanic will be edited by
Mr. Waldo H. Marshall. Mr. Marshall had many
jLiiis of practical exjierienee in the shops and
di-awinjj riH)m ol one of the large locomotive build-
ing csliiblishments in the east, and has had con-
siderable successful practice as a mechanical engi-
neer. For three years past he has edited the
mechanical department of the RaiUray liecitw. He
is also secretary cI the Western Railway Club.
The publishers of the Railway Master Me-
'.'H.\N1C wish to avoid boasting of success before
success is attained, but they believe that the plans
lo be carried out will make all the numbers during
1S!I2 very satisfactory to each and all subscribers.
The approval accorded to the paper up to this
lime is gratefully appreciated, and the publishers
are gieatly encouraged to persist in their determi-
nuiion to make it the best mechanical railway
The pilot drawhead or •■bull-nose," made either of
ea.st steel or wrought iron, and projecting from the
face of the bumper to within 12 or 13 in. of the point
of the pilot, uermitting a coupling to be made to a
ear or tender without the intervention of a long and
cumbrous drawbar, is fast becoming a favorite con-
struction for the front of freight engines. It is un-
doubtedly a good deal safer and easier for a man to
couple to, besides being quite as efficient in prevent-
irg a car sliding up the pilot and smashing in the
front of the engine in the event of a collision, as the
east iron "nigger head'' bolted directly to the bumper,
which is in such general use.
The statement was recently made by one of the
r-uilruad journals that tinning the wearing surfaces
cif u locomotive crosshead was a new construction.
VVu need hardly say that this is not correct, as
tinned crosshead sur'aces have been used in locomo-
tive practice for several years, for example, on the
consolidation engines of the Norfolk & Western and
the Shenandoah Valley. On these engines the cross-
heads of which are of the two bar or "alligator" ty))c,
the shoes are lined with tin I-IH in. thick, about half
a dozen circular recesses being bored in the face of
the shoes to prevent the tin lining from working loose.
Several other roads might l>e mentioned as having
used the tinned wearing surfaces. The results ob-
tained in service have been excellent.
Recent bpceificalions for ten-wheelers of moderate
size call for driving axles nine inches in diameter.
We fail entirely to see any good or suBicient reason
for adopting this excessive size. .Just as efficient
bearing surface, if that is what is sought, may be ob-
tained by lengthening the journals, with the advan-
tage that the weight of the axle can Ije kejit within
reasonable limits, while being at the same time
amply strong. A '.» x '.t In. journal has practically
by Ion inches long. Suppose the total length of thi
axles in each case to be seventy inches; the nine inch
one would weigh «:!•« X 70 X i"* = l,24lir) lbs., while
that eight inches in diameter would weigh 'lOS :
X -iS^ilSeibs., a difference of 24lir> lbs. At, say
four cents per pound, this would mean *!1S() per axle,
to say nothing of the cost of the extra material re-
quired for eccentrics, boxes and wheel hubs entailed
by the larger axle. This may not be a large «um of
money, but it is nevertheless a good deal too much to
spend when there is excellent reason for saving it.
Occasionally the design of an engine may be such
that the required journal cannot be obtained by length
of journal and a large diameter must be resorted to,
but such cases are few and the use of the large axles
mentioned above could not be defended by this line
of argument. While' one should not stint metal in
such places, the use of unnecessary material should
be avoided, if foi- no other reason than that the same
weight of material could be more iirolilahly used
elsewhere on the engine.
The Chicago, Milwaukee & St. I'aul road and the
Rhode Island Locomotive Woi-ks have just entered
into a contract which is of interest to all who arc
looking for an inleresting and instructive report on
compound locomotives at the convention next year.
Those builders will construct for that road one simple
and one comjiound engine of the American type,
which will, when completed, be placed in competition
with each other, and the committee of the American
Master Mechanics' Association will be permitted to
make such experiments with them as they deem of
value in their investigations on compound locomo-
tives. The simple engine will have 17x24 in. cylin-
ders, 62 in. driving wheels, a crown bar boiler, the
fire-box of which will be between the frames, a weight
of about (iO.OOO lbs. upon the drivers, and will in
nearly every respect represent the typical American
eight-wheeled engine of that size. It will be ))racti-
cally the same as a number of engines now in opera-
tion on the Chicago, Milwaukee A: St. Paul road.
The compound engine will be exactly like it, except
in those features which pertain to the compounding,
and that portion of the engine will be constructed
from the designs employed by the Rhode Island Loco-
motive Works in those compounds already built by
them. This action on the part of the road is most
commendable and will certainly be appreciated by
every one intei-ested in a fair report on compound
locomotives. The thoroughness and completeness of
this action on the part of the road is indicated from
the fact that a simple engine isordered,for, as already
stated, there are a number of engines of practically
the same design in use on the road; but they were not
built by the Rhode Island Locomotive Works, and
have been in use for some time, so that the conditions
of lx)th engines would not be the same if the compound
was matched against one of these. When it is consid-
ered that the road will necessarily expend considera-
ble money in making the tests, or permitting them to
be made upon these engines, it is evident that the
question of expense has not been given much weight
in deciding this matter.
The Baldwin Locomotive Works has also under
construction two compound locomotives upon which
the committee can conduct such tests as they
see fit. One of these engines is to be a consolidation
and the other a ten-wheeled locomotive, and each is
to be of the four-cylinder Vauelain type. The consoli-
dation engine will have 1.3 in. and 21 in. by 2i; in.
cylinders, 51 in. drivers, a 60 in. boiler, a total wheel
base of 21 ft. 9 in. and a total weight of 123,000 lbs., of
which 10.S,0O0 lbs. is upon the drivers. The ten-
wheeled locomotive is designed for heavy passenger
service and will have 14 in. and 24 in. by 2:1 in. cylin-
ders, 72 in. drivers, a total wheel base of 2:1 ft. 4 in.
and a weight in working order of 13."),000 lbs., of which
102,000 lbs. will Ixj upon the drivers. With such en-
gines at their disposal, and with the comparatively
large number of compound locomotives now in service
from which some general results of value can un-
doubtedly he obtained, the
will not lack
mateiiul of a practical nature upon which to found
their reiJOil. In one direction only is lu-aetieal in-
formation lacking, and that is on the question of the
cost of repairs to such engines. This -'""•■» -..."...•-
atcly be dclermined without longe
of the compound loc
perfoi-med.
! than
i in this country h
Apropos to this subject of compound locomotives
it is staled that the engines to be ordei-ed for the South
Side Elevated Railway in Chicago will all Ix; of the
compound type: in other respects sti-ongly resembling
the Forney locomotives used on the New York and
Brooklyn loads. While we have no doubt that com-
pound locomotives can be made to work successfully
in this service, it does nevertheless seem a little bold
to begin operations with nothing but compoimd loco-
motives on the line. This is particularly true in such
service as an elevated railroad is called upon to per-
foi'iu. Delays are aggravating to the public and can
only be avoided when everything moves with the
utmost precision and all the maehinei'y is such as can
be relied upon at all times. We do not know that
the design of the eomiround cylinders has been
decided upon, but any outfit of compound locomotives
will be apt lo cause the operating and mechanical
departments of such a road considerable anxiety when
they first i)ut the line in operation and until things
settle down to the hoped for regularity of service.
OKTTINCi THE HKST.
It is quite common for inanufactui'ers and dcali
insist that railroads should "get the best'
ery-
thing, and one hears from them bitter
the management when they are- passed over and
orders are filled by competitors at lower prices. Of
course when one says that the railroads should buy
the very best of this, that or the other, he usually
means that they should buy his goods to the exclusion
of all others, and pay a jiricc that will give him a
"living" profit. But even where there is evidently
self interest at the bottom of the theory announced,
there is also usually a fair degree of honesty, for it is
the easiest thing in the world for a man to be abso-
lutely certain that what he makes or sells is better
than the similar articles which his competitors pro-
duce. Most of the men who would admit that their
product is in any respect inferior or second-class went
to heaven some time ago. They were too good for
eaith.
But that the products of different concerns vary in
their suitability to tho uses for which they arc
designed, their lasting qualities, and their looks or
"finish,"' is unquestionable. Granting that all ma-
chines and all matei-ial offered to railways by our
alert and .indefatigable supply men are all fairly
suitable for the purposes to which they ai-c applied
they can still be classed as "good,"' "better" and
"best." Is it true, then, that the general jiolicy of
railroads should always be to select and pay for the
superlative quality— the "very best':"' It certainly is,
if a reasonable definition of the "very best"' is accept-
ed. If an article gives excellent results and is some-
what cheajrer than another of a like nature, for which
more is charged because of some fancied and theoreti-
cal improvement claimed for it, which practical use
has not clearly shown to exist, the cheaper article of
the two is certainly the best; but if, on the contrary,
the more costly article really has superior qualities
in keeping with its greater cost, it in turn becomes
the best.
So far as competitive passenger traffic is concerned
the road which has the reputation of using the very
best equipment and material purchasable will get
more of the business than its rivals which arc be-
lieved to have a different jiolicy. The feeling of se-
curity which accompanies tho belief that road bed
i, frogs, switches, wheels, axles, signals, etc., are
each the best of its kind is a powerful factor in gain-
ing the patronage of the traveling public. The road
which adopts this policy and can show that it follows
it, will sometimes win in suits for damages on ac-
count of per.sonal injuries to passengei-s and employes
wherearoad following a different policy would be
mulcted. The reputation of using the very lx;st o'd-
THE PiAIL^VAY MASTER MECHANIC.
Decembee, 1891
tainable of material and supplies will gi-aduallj' be-
come effective V7ilh the public, Iwhich means with
juries. A few suits won by a lailroad would help to
make up for the higher cost of "the best."
The use of what is best also helps to get the high-
est grade of service from employes. It will not effect
this by Itself; a low general standard of management
will easily counteract its influence, but it is easier to
keep em])loycs up to a high standard of efficiency if
the machines in the shops, the rolling slock on the
track, and all the material and supplies with which
they deal, are of the highest standard in quality and
efficiency. A heavy machine tool may be called
"Bnishcd" when it is in shape to do fairly good work.
But if two or three men are kept busy on it for as
many wuuk^. M-i;i].hi^'. lining and truing it becomes
a better m;i^l.nh . Tli. ;uriir-acy of its work has been
increased and tin h lui v. ho runs it will have a pride
in it which lie wouid nut have if it had been sent out
without the last and huest touches. And such pride
is a good thing in the shops and has a cash value in
more or better work done by reason of it. The
probability is, also, that the really fmished machine
will have several years more of effeellve life in it than
it would otherwise have had.
On the road first class enginemen can be developed
on good engines far more readily than on badly de-
signed machines that need extensive repairs. Neither
the engineer nor fireman of the engine that
"lies down" on a hill because of its general debility,
or requires a rest every twenty miles to get up steam
which has fallen to a low pressure because of a fire-
bo.s- that possesses the characteristics of a sieve, evei'
feel much pride in their work. Their pride and
piety are both lowered materially with the fall of the
gauge finger. Nor can the fireman who shovels the
stuff which some roads call coal, be expected to feel
particularly interested in the saving of coal. Indeed,
it is doubtful if the best that is in any employe can be
brought out by interior material or tools. The
poorest hoe and the worst scythe used to be given to
the boy— but some discovered that the policy was not
a wise one, for it inlUienced the boy to shirk his labor
and look all ambition to e.\cel out of him.
Where the differences between "good," "better,"
and "best" involve the element of safely, durability
or accuracy, it would seem that the policy of a rail-
road should be to "get the best." There are, of
course, many supplies which may be of middling
quality. It is said that $00,000 per year was saved on
a lai->re railrnad system by substituting cheap writing
iiapor for fanc\ lirands— and this radical action of the
yuiin;,' |iiiielja>Li- who made the change does not seem
to have had any ill effect. The plain locomotives of
to-day arc at least as efficient and economical as were
tliose of a generation ago with all their shining
liligrci' work and ornamentalion. The progress in
railroad practice is toward the plain, solid and sub-
stantial, and this is the right direction. The true
standard of comeliness islthe fitness of the article to its
use and the old ornamentation of locomotives and
cars a generation ago strikes us as puerile and out of
place. On the other hand the best devices no»v-a-days
have as a rule the best finish and appearance, which,
of course, cost something and have to be paid for.
One docs not want poor trimmings on good garments.
The best policy is to get the best. And when "the best"
IS really the best the road loses no money by this
1 olicy in the long run.
LKIilSl.ATK
KETV Al'I'l.1.1
A meeting of the committee appointed by the rail-
road commissioners to gather information on which
to formulate a bill to be presented to congress on the
subject of safety appliances, was held in New York
on the 10th of November last. The particular safety
appliances which the commiltco had to present as the
objects of legislation were couplers and brakes for
freight cars and locomotives. There were present at
the meeting officers of several prominent railrpads,
and representatives from the various associations of
railroad employes who gave the committee their
views concerning the necessity for legislation. A
summaiy of the opinions expressed upon the subject
under discussion, presents a large majority decidedly
opposeil to any legislation, whatever. In su])j)0i't of
their opinions most of the speakers referred to what
had already been accomplished by the railroads with-
out the interference of legislation and they did not
fail to point out to the committee that at least one of
the appliances under consideration had not yet
reached that period in its evolution which would
warrant its compulsory adoption for use upon the
freight cars of the United States, to the e.xclusion of
all others now in actual or prospective use. The
minor defects under which the M. C. B. coupler still
labors, were clearly brought out by the discussion
and admitted by eminently practical men. The rep-
resentatives of the Trainmens' and Switchmens' As-
sociations desired uniformity above all things, but
were somewhat adverse to the M. C. B. type of coup-
ler. There is no doubt but that much of this obj
tion arises from the confusion caused by the introdi
tion of so radical a change in form, and the lack of
interchangeability during the period of transition,
and that such objection will disappear as equipi
progresser: but the fact remains that it would be
unfortunate at this time to have stringent
legislation compelling the expenditure of larg
sums of money upon devices which railroad men
feel to be undergoing rapid development. Some o
the most progressive railroad men who are strongly
in favor of the type would hesitate before selecting
from the many designs now in use, one that they
would endorse in preference to all others and with
which they would immediately begin to equip their
entire rolling stock. The development has been rapid
and is still going on at such a rate that the railroads
feel forced measures particularly ill-suited to the
occasion. Unless the committee confines its work to
legislation of a very general character, it should
leave the coupler in the hands of the railroads, the
inventors and manufacturers, who will be stimulated
in their efforts by the demand for uniformity and the
importance of securing it at the earliest possible
moment. Even from a humanitarian point of view,
this will ever give new energy to effort and become
the great impelling motive in perfecting the coupler,
and when that is done it will be time enough to hurry
up the laggards in its adoption by legislation.
With regard to brakes the testimony showed that
the railroads are already actively engaged in equip-
ping their freight cars with power brakes. Only a
little over three years has elapsed since the auto-
matic air brake was shown to be capable of use upon
the longest freight trains, and already there are con-
siderably more than 100,000 freight cars equipped
with it, an equipment which has certainly cost the
railroads over $5,000,000, showing that they have not
allowed expense to stand in the way of its adoption;
and the inference may be fairly drawn, that if the
brake maintains its present reputation for efficiency,
there will be no necessity for forcing it upon the rail-
roads by legislation.
There is also another feature involved which was
suggested by Mr. Forney, and as a matter of pru-
dence is worthy of the consideration of the committee;
to enforce the use of any special appliance by legisla-
tion upon a railroad makes outlay imperative, arrests
improvement, and releases the corporation from re-
sponsibility. Suppose, said Mr. Forney, that years
ago there had been legislative enactment enforcing
the use of the Creamer brake; it was the best brake
we had and the best we knew of, but the air brake
when it came, was judged so superior that the
Creamer brakes were all taken off and thrown away.
This was an apt illustration of the possibilities of the
question, and although we would not be understood
to predict any such fate for the air brake, there is no
telling what the future may bring forth or how soon
improvements may be introduced. It is therefore
but wise for the committee to act in such a manner
that the march of improvement shall not be ob-
structed.
The suggested establishment of an investigating
body like the British board of trade to inquire into
the causes of all accidents attended with loss of life,
might, with careful provision, be made to serve a most
valuable purpose. The formation of an impartial
tribunal that would admit the public to its investiga-
tions could not fail lo be a most powerful factor in
quickening the vigilance of the railroad companies
and promoting the safety of the public.
NOTES OF THE MONTH.
On November 12 a large number of railway officials
assembled near Bordentown, N. J., on the Pennsyl-
vania Railroad to celebrate the sixtieth anniversai'y
of the trial trip of the first steam locomotive and
train of cars operated in New Jersey. The locomo-
tive which made this trip on November 12, 1831, was
the "John Bull" purchased in England and brought
lo America. Isaac Dripps, who put the engine to-
gether and run it on its trial trip was present at the
celebration. At each end of the section of track on
which the trial was made, the Pennsylvania Railroad
has erected a monument commemorating the event.
The larger one is in the form of a plain substantial
shaft which is supported on foundations made from
the stone blocks upon which the original rails were
placed. Around the base of the monument there is a
rail which is a part of the first track laid. Mr. J. T.
Richards, assistant chief engineer of the Pennsyl-
vania Railroad, in an appropriate speech transferred
the monument to the custody of the United New Jer-
sey Railroad & Canal Co. and Mr. F. W. Jackson, gen-
eral superintendent of the latter company, accepted
the monument in a brief address. A historical ad-
dress of much interest was also delivered by Mr. J. E.
Watkins, of the Smithsonian Institution. The track
tlfus staked off by the monuments was the first piece
of t''ack laid between New York and Philadelphia.
An interesting lest of an electric motor was recently
made by William Sellers & Co., of Philadelphia. The
motor was controlled by the methods patented by Mr.
H. W. Leonard. It was a 10 horse power, shunt
wound, Sprague machine, having a normal speed of
1,500 revolutions per minute, and belted to a counter
shaft upon which was placed a brake and a large Ily
wheel. The motor was made to operate in either
direction at any desired speed, and it was found possi-
ble to control it so as to maintain a regular
speed of 15 revolutions per miaute, or one per cent, of
its normal speed. When operating at full speed, the
fly wheel making 300 revolutions per minute, the
motor was instantly reversed, and 13 seconds were re-
quired for the motor to bring the fly wheel to a state
of rest; in 13 seconds more it was running at full
speed in the opposite direction, the entii-e operation
being effected with great smoothness and without any
sparking whatever.
In his admirable address on the "The Evolution of
American Rolling Mills" at the opening of the recent
meeting of the American Society of Mechanical Engi-
neers, Mr. R. W. Hunt, president of the society, did
not refer to the progress which has been made in
rolling tubes from hollow ingots of steel under the
Kellogg patents, at Findlay, O. Doubtless this omis-
sion arose from the impossibility of giving space for
suitable mention of this development of the rolling
mill in an address necessarily limited as lo time, as
Capt. Hunt has, we believe, made a report some
months ago upon the process, in which he stated that
with proper management the enterprise should be
commercially successful, thus implying that the
mechanical processes involved are feasible. Over 100
tons of 4-in. tubing has recently been shipjied from
the works to the American Projectile Co., of Lynn,
Mass. These tubes were rolled 4 in. outside diameter,
■68 in. thick and 11 ft. long. Various sizes of tubes of
diameters between 2 and 4 in. and of thicknesses be-
tween -68 in. and -12 in. have been produced at the
works in considerable quantities. A tube for special
2J outside diameter and 4 in. thick and very
smoothly finished, is now being manufactured. It
would seem that this enterprise is not meeting with
any more or any different obstacles than those which
have always hampered the early stages of every new
adaptation of the rolUiig mill.
There is every prospect that the transportation de-
partment of the Columbian Exposition will prove ex-
ceedingly interesting to railway men. The depart-
Deceuber,
THE RAIL^WAY MASTER MECHANIC.
ment has secured the pmrnise of a numbei- of exhibits
whicli will be exceedingly Intevesting from a histori-
cal standpoint, and irany of the leading railroads and
manufacturers are making preparations to exhibit on
a large scale. The London & Northwestern Railroad
of England will make an exhibit of it^s track, tools, ap-
pliances, equipment, etc. The Lehigh Valley Kail-
road has also made application for a large amount ot
space and will show its standard track, its standai'd
freight and passenger engines and other rollingstock.
The Tullman I'alace Car Company is going to make
an exhibit which will be very complete and possess
several novel features. Locomotive builders have
made applications for space and it is quite certain
that all the area available lor such exhibits will be
fully occupied with interesting, instructive and valu-
able displays of machinery, rolling sto<-k, track, track
appliances, etc.
It is safe to assert that no railroad shops in this
country exhibit more evidences ot careful design than
the Juniata locomotive works of the Pennsylvania
Railroad at Altoona. Those who planned these
works evidently took "a long look ahead," for the
relative location of the buildings, tlio placing of the
machine tools and the arrangement of all equii)ment
is such as to provide for future enlargement without
confusion or important changes, while everything
seems iK;rtectly arranged for present convenience and
economy. The buildings are nobly pioportioned. All
the architectural details are very simple, but the
general etiect is very satisfactory. Within the shops
all the latest approved appliances for saving labor
and securing uniformity and accuracy in results are
to be found. Only a great and ])rosperous railroad
could establish and use to advantage a plant like the
Juniata shops.
So large a proportion of the passenger cars of the
Old Colony road are used in suburban traffic that the
matter of car lighting is of moi-e than common im-
portance to that company and its patrons. For about
half the year night has closed in by the time people
leave their offices, and the suburban patrons of that
or any other load have the right to insist that the
cars in which they ride to their homes shall bo so
well lighted that they can easily read the evening
pa|)ers during the trip. Any road which is able to
run suourban trains can afford to have them well
enough lighted for comfortable reading. The Old
Colony road has for years been doing all that it could
be r-easonably asked to do— and even more— to make
its cars comfortable in all respects. It has now de-
cided to equip all new cars, whether built in its own
shops or elsewhere, with Pintsch gas appliances. It
will also remove all old style lamp.s now in its cars
and renlace them with an impj-oved burner which it
has been testing for some time. It will put enough
of these burners into each car to give all the light
needed. In this connection it is fair to add that the
Old Colony road is taking the lead of the Boston
roads in the effort to meet the wishes of suburban
passengers. It is very desirable that the other lines
should take similar action, so that the "bug" lights
which now strain the eyesight and the piety of their
patrons will become as dim in the memories of men
as they now are in the cars in which they hang.
An experimental engine of very peculiar design has
recently been constructed, or i-athcr reconstructed, on
the Eastern Railway of France. M. Flamand, the
chief engineer ot the road, first proposed the design
in IS.'M, but it was not until about a year ago that the
engine was reconstructed. The novel irortion of the
engine is the boiler. It is a double-barrelled affair,
the lower and larger one of which is filled with the
tubes, while the upper one is attached thereto by
three connections through which water and steam
can pass. At the fire-box the two barrels merge into
one, and Uie inside and outside sheets of the fire-box
are not very much different from those of ordinary
construction. Water is carried up to about the level
of the center of the upper barrel of the boiler. What
sjrecial advantages are claimed for this style of con-
struction it is hard to see. The Crampton engine
which was recoiislructed and litl, lI whh a boiler of
this kind naturally did much belter than with its old ;
boiler, because there was more heating surface, a
greater weight upon the drivers, and consequently a
smarter engine. So satisfactory to the officials wore
the results ot its workings that the company immedi-
ately ordered twelve new locomotives of similar de-
sign, two ot which are already in service. It is not
clear whether any one on the road has yet thought of
using in the new locomotives a boiler with one large
single barrel. 1 'robabiy that idea was too simi)lo and
place tor consideration.
The Philadeliihia & Reading Kuiinia,! i.. siior
have an addition to its motive power .Mi.ii m
Iheshapeof 2! comiwund locomolU' :'■ ,,
which has been ])laced with the li:iM\'. < I ..
Works. Of these engines 20 are fui- i . „ii;,ii !i-i-lii
service and arc ot two classes— 111 class "1," with ■
cylinders 14 and 24 in. in diameter, intended tor use 1
in freight service on the Frackville branch, and 10 of !
class "L," with cylinders Kl and 22 in. in diameter, i
The remaining engine of the order is to be used for I
fast passenger service. The high pi'essure cylinder [
ot this engine will be I'J in. in diameter, the low pros- I
sure 22 in. The drivers will be (i ft. «i in. in diameter '
outside of the tire, and the engine will weigh when
complete about 120,000 lbs., of which about "6,000 lbs. ,
will be upon the drivers. This engine will have a
Woollen boiler, and will be carried upon four driving
wheels, a leading two-wheeled truck and a trailing
two-wheeled truck under the fire-box. The engine is
designed throughout for exceptionally fast .speed, and
it is said that it is expected U) excel the fast time
which many ot the engines already owned by the
road have made on the Bound Brook division. The
passenger engine is to be completed by the first of
January, and will be placed in service on either the
express which leaves Philadelphia tor New York at
7:30 p. m., or on one of the trains ot the Royal Blue
Line between New York and Washington.
The stationary boilers at the Juniata shops of the
Pennsylvania road at Altoona are equipped with the
Roney mechanical stoker. Mr. Cordon seems to re-
gard it as a mother does a bi'ight but wayward child;
sometimes it behaves beautifully and then again —
but we will not reveal "the secrets ot the prison
house."
Mr. A. Gottlieb, until recently chief engineer ot
the World's Columbian Exposition, in a recent paper
before the Western Society of Engineers gave some
interesting figures on the strength ot the foundations
and floors for the buildings ot the exposition. Most
of the foundations are what is known as i)latform
foundations, though in a few cases piling is used.
The platforms consist of 3 in. pine or hemlock plank,
with blocking on top to distribute the pressure from
load uniformly over all the planks, and to furnish
supi)Oi't for the ])osts which carry the caps supporting
the floor joists and posts of the buildings. The floor
loads for the various buildings were adopted as fol-
lows: Fisheries building, 100 lbs. per sq. ft.; manu-
facturers' and liberal arts building, 100 lbs. per sq. ft.;
agricultural building, 100 lbs. per sq. ft.; machinery
building, 200 lbs. per sq. ft.; electricity building, 100
lbs. per sq.ft.; mines and mining building, 150 lbs.
per sq. ft.; machinery annex, 200 lbs. per sq. ft.; hor-
ticultural building, 100 lbs. per sq. ft.; women's build-
ing, 100 lbs.. per sq. ft.; transportation building, I'jO
lbs. per sq. ft.: galleries, 80 lbs. per sq. ft. These
were for the general floor loads only and where heavy
exhibits were to be placed. The supports of the
floors were to be reinforced as required when the
weight and character of the exhibits are known. In
proportioning the sizes of the foundations and floors
to resist the maximum strains from the loads as indi-
cated above, Mr. (iottlieb recommended the adoption
of the following unit strains: For bearing of vertical
posts upon underlying blocking (end ot fiber upon
transverse fiber), (100 lbs. per sq. in.; tension of ex-
treme fibers in cap and joists, 1,.500 lbs. per sq. in.
These figures were decided upon only after extensive
experiments had been made and many authorities on
tlir i-lruiigtli of materials had been consulted. Mr.
Gottlieb found that by using a working strain of l.-'iOO
lbs. per sq. in. in the parts named he was employing
a factor ot safety of from 4-8 to about 5-8, which he
considered sufficient for temporary structures ot that
character. The pai)ur contains many interesting
figures on the strength ot wooden beams.
The university extension movement by which,
through lectures, etc., the strictly educational advan-
tages of the great universities are bi'ought within
the reach of those living in cities and larger towns,
is making remarkable progress in this country. In
Philadelphia a course is to be given for mechanics
and draftsmen embracing lectures ujion the following
fubjects: I. Tension and compression— cylinder head
liolls, boiler stays, connecting rods, boiler tubes, etc.
2. Shearing— Keys, riveted joints. :i. Bending— Bend-
ing forces, moments of inertiu. 4. Beams— Size for a
given load and load for a given size. .'). Torsion-
Shafting, engine and mill. (i. Combiued stresses—
Bolti loaded out of center, buckling, etc.
This course is preceded by one ot twelve lectures
on matluiiiatios. These lectures are not ot thi.-
"l'Mjiil:ii " ].]'■•]. lull aie scihstantially the same as are
' ' ■ ii .iinl high class colleges in the
-I ;iiily. With so many ot the
pru .. .^. - I.' ',]..,,,, ^;.. hrought to the doors ot the
people auU with uiechauical trainingschools multiply-
ing everywhere there will doubtless be a supply of
first class mechanics in the future, notwithstanding
the fact that the old apprcnlice system is no longer
THE LAST OF THE "CAMELS."
We give this month an e.xooHent illustration of one
ot a lot of three Ross Winans "camel" locomotives
which were the last of that type ever built at the
shops in which the type originated. We are indebted
to Mr. J. Snowden Bell for the drawing from which
the engraving was made and for many of the details
given in this article. Mr. Bell published an article in
the Journal ot the Franklin Institute for October.
1878, entitled, "The 'Cam. I' \:<rj\ .' i;M~>-Winans,"
in which he gave much val. Ill n .i i concern-
ing the early history ot liii- 1 iniive. Mr.
Bell's paper informs us thai i ,. t-i ■ .^hi-wlieelcon-
nected locomotive was called the ■Bullalo," and was
built by Ross Winans in 1.S44 tor the Baltimore &
Ohio Railroad. A six-wheel connected engine had
been constructed by M. W. Baldwin, ot Philadelphia,
two years previously, and eight-wheelers wore built
by Baldwin in l«4(i.
The Baldwin six and eight-wheelers seem to have
proved better machines than the Winans eight-
wheeler of 1844 ("mud diggers" they were called), the
drivers of which were coupled to a counter shaft
placed at the rear of the fire-box and geared to the
engine shaft, and to better meet the competition Mr.
Winans designed the "camel," 21!l ot which were
built between June, 1848, and February, 1857. Ot
these, llil went on the Baltimore & Ohio, and the
others were scattered over many roads, among them
the Pennsylvania, Philadelphia & Reading and New-
York & Erie. When the war broke out Winans'
shops were closed, and the three engines mentioned
at the beginning of this article were left in slock. It
is said that some negotiations for their imrchase were
had with the V. S. government, but the national
authorities demanded some sort ot a guarantee of
Winans' "loyalty." Winans seems to have been a
strong "secesh"' sympathizer, and his refusal to give
a certificate of loyalty to the government is said to
have been surrounded and made complete by a pro-
fanity which had all the standard measurements and
all the modern improvements. The engines were
finally bought by the Baltimore & Ohio Railroad Co.,
the ])rice paid being $27,000. The statement ot such
prices will send cold chills ot envy and regret down
the backs of the locomotive builders of to-day, though
high ])rices for engines did not end with the war by
any means, and some ot those in (he busincs? to j'ay
jjave in a more recent past taken wide slrijis of fat
THE RAIL^VAY MASTER MECHANIC
Dec EM Hi: 11, \i
even when the lean was very satisfactory in quantity
and quality.
Mr. Winans refused to sell the three cameis unless
the company would also buy the "Centipede'' which
was an eight-wheel connected engine with a four-
wheel truck. This engine gave a great deal of trou-
ble and soon went to the scrap heap. Mr. Cromwell,
now one of the superintendents of motive power of
the road, had an intimate acquaintance with it. It
is said that his hair stands up straight and tliat he
involuntarily drops on his knees to this day, when he
thinks of how she used to run backward down the
mountain on a grade of 117 feet to the mile and 17
miles long. We think that the "hair" part of the
story is exaggerated.
In the article already mentioned, Mr. Bell calls at-
tention to the following features (some of which are
now in general use) which were novel at the time, and
distinguished the "camels" from previous construct-
ions:
1. The employment of eight driving wheels, set
closely between horizontal cylinders and a long over-
hung fire-bo.\, the width of which is equal toor greater
than the distance over frames.
-.1 .ast iron tires were
l"i ts, passing between
the center and tir.-. ;inil. in .'j earlier engines,
chilled wheels withuul st-iaialv iiies were employed.
The weight of the eugiues vuiied from 25 to 2SI
tons (of 2000 lbs.). The valve motion was of the old
••drop hook" pattern and the valves could be operated
either by an eccentric or"a half-stroke cam for cutting
off, as desired.
The performance of these locomotives was very sat-
isfactory. They hauled eight twenty ton loaded
freight cars up grades of IIG ft. to the mile and
around curves of UOO ft. radius. For a considerable
period an engine of this type hauled on a temporary
track one loaded freight car up a grade of ■■)28 ft. to
the mile, with curves of '300 and 400 ft. radius, at a
speed of 13 miles pev hour. It would seem that the
camel in those days occupied somewhat the position
which the consolidations and moguls occupy in the
service of to-day.
The latest design of the camel as shown in the cut,
had some features not noted by Mr. Bell in his
article, but which are referred to by him in a recent
letter to this paper. The construction of the stack is
very peculiar. The upright portion — or stack proper
out of the i-mimlliousr in Altoona in a hui-ry. It was
his first. !;i>t and only rxjierience in running one of
these eii^iii. - .-limi, but intense. He had gone to
Altoona t(.^ gi-t a iwjsiliou in the motive power depart-
ment (in which he succeeded a few days later), and
was looking over the engines in the roundhouse when
"Andy" Vauclain, who had charge of all the freight
engines, rushed in and ordered a locomotive to get
out in a hurry to help clear up a wreck just west of
Altoona. No. 52, a '•camel," was ready for the road,
but there was no engineer in sight, and Vauclain
asked Sellers, who was then an experienced engine
runner, if he would not take it out. Sellers had too
much pride to suggest that he had never run a camel,
and immediately went to the front end and climbed
into the cab. away up on the poop deck. He says that
he began to sweat as soon as he looked around. To
start one of those machines was almost as much of an
operation as to get a full rigged ship under way. The
engine's valves were operated by the old fashioned
hooks, and he had first to take a long and heavy
"starting bar," 13 ft. long, get one end of it down into
the socket of the rocker and then work it to throw
the cams until the hook "caught on." (The socket is
I'HE LAST OF
HE "CAMELS.'
2. A fire-box having a downwardly and rearwardly
inclined top.
3. A dome and an engineer's house placed on top
of the boiler close to the forward end.
space on its rear
side, which was closed by doors, so as to expose its
entire area when required.
t). The abandonment of crown sheet stay bars, and
the substitution of stay bolts connecting the crown
sheet with the outer shell.
7. The use of a half-stroke cam as a means of ef-
fecting cut-ofT.
All these engines were substantially of the same
pattern, except as to the fire-box, of which there were
thrc-.5 ilasse.s, the short, medium and long; the latter
wli'i !i i- -111.'.'. 1) Iti the illustration, having as gieata
I I ■' - ■ in. and a width of 4 ft. The grate
- I iiiimclasswas()x3ift.,givingthethen
-1 sq. ft. The boiler, of 5-l() iron,
v.ac 1 -::. '.:. i..amcler. The cylinders, (except in a
few of the (Mrliir engines, which were only 17 in.)
were 19 in. in diameter, and 22 in. stroke, and the di-
ameter of the driving wheels in all cases was 43 in.,
with an extreme wheel base of only 11 ft. 3 in. The
front and rear wheels only were flanged, and end play
was left in the boxes, to admit of the passage of the
— opened into a box from which a "dirt pipe" pro-
jected downwardly and served as a receptacle for cin-
ders. The pump rods in the earlier camels were in the
same horizontal plane as the valve stems and were
worked from the crossheads. The later engines had
arms bolted to the main rods close to the crossheads,
and the pump rods were connected to the upper ends
of these arms. The fire-box is seen through the
spokes of the rear driving wheel to be of irregular
shape at the front end, a construction which made a
short combustion chamber in the front end of the
liro-box. This feature was patented by Mr. Winans
in 1.S54, and was, Mr. Bell says in his article, sub-
stantially adopted by .Tames Milholland, master of
machinery of the Philadelphia & Reading, and the
use of it has continued up to this time. The standard
I'ennsylvania Railroad "consolidation" of IS75 had,
substantially the Winans inclined fire-box.
Some of the innumerable friends of Mr. Morris Sel-
lers, whose geniality "time cannot wither nor custom
stale." have laughed to hear him tell of the fun he
hiui (many, many years ago. alas! i in getting a "camel"
shown in the cut between the second and third driv-
ing wheels, and just above the long pump rod, with
the starting bar standing in it and extending up into
the cab.)
Next he had to climb over the boiler to the other
side of the cab and go through the same process on
that side of the engine. Then he had to "give her
steam." The throttle valve lever was a two handed
affair, like those levers with which section hands
pump speed into hand-cars. The lever connections
had two or three right angles in them with a joint at
each one, and the amount of lost motion between the
handle and the valve was surjirising. The latter was
a •'gridiron," and when it began to open so that the
steam could get hold of it, it went wide open with a
bang. He, of course, had had no practice in manipu-
lating this throttle, and allowing for the lost motion
in the connections, and consequently when the Irish-
man at the turntable said, "All ready, sure,'' he
hoisted away on the throttle lever till it ueared the
roof the cab; the valve suddenly opened wide, giving
a full head of steam, and the engine started with a.
THE RAILVS^AY MASTER MECHANIC.
jump, which, Mr. Sellers says, brought his heart up
into his throat. He thought surely the old camel
would shoot a»;ross the turnt^ble and go through the
other wing of the roundhouse. However, he managed
to shut off steam and stop her, as he thought, fairly
on the turntable. And when a voice called out from
t)clow, with a rich brogue, "About i feet more, surr,"
lie was ready to lie down and die! "If it had been 4
miles," he says, "I should have felt all right— but 4
feet: I was U)0 proud to call for a pinch bar and I
wished that I had never seen Altoona." However, ho
managed to work the engine on to the table by steam,
and after that he had a clear track and the worst of
his troubles were over. .Vfter Hearing the wreck he
had to pull a very long freight train up a very steep
grade and by a cross-over to the other track, and he
says that he was simply astounded by the power
which the locomotive developed in that kind of work.
We shall be glad if this article and illustration call
out other remlniscenoes of e.\periences with this typo
of locomotive, now obsolete.
The new Erie ten-wheelers with Wootten fii-e-bo.\es,
built at the Baldwin works, have what we believe to
Iw the thickest engine frames yet built, viz., 4* in.
Meeting of the State Eailroad Commiseionera' Committee on
Safety Train Appliances.
In the April Railway Ma.stek Mecuvxic the fact was
noted that a committee of five had been appointed at the
convention of state railroad commissioners, held early in
March last, to urge congress to legislation which would
hasten the general adoption of uniform automiftic couplere
and train and driver brakes. This committee has since
been in con-espondeuce, through its secretary, Edward A.
Moseley, also the secretary of the Interstate Commerce
Commission, with railroads throughout the country asking
for statistics, suggestions, etc.. and on Nov. 10 it held in
New York its first open meeting. A number of leading
railway men were in attendance and took part in the dis-
cussions. The chairman, Geo. C. Crocker, of Massachu-
setts, presented at the opening of the meeting a summary
of the work done by the committee since its appointment-
This statement contained statisticsof the numberof freight
cars equipped with automatic couplers, and train brakes,
viz., li»,:)0» of the former, and 110,127 with the latter. The
total number of freight cars in the country was placed at
MTS.iiil. The number of locomotives given is 27,159. of
which 17,0«U are equipped with driver brakes. The difli.
culty of obtaining accurate reports from railroads m such
matters is indicated by these figures.
It is the recoi-d of railway employes killed and injured
fliven by Mr. Crocker which is more than startling. The
number of employes killed during the year ending June 30,
issn, on the railroads of the United States was 1,973, and
•Jo,!*^.^ were injured. During the year ending June 30, IJjOO,
■i,451 were killed, and 22,390 injured. Coupling cars costaoo
killed and 6,767 injured duringtheyearendingjune30, 1S89,
aid :)09 killed and 7,S41 injured duringthe year ending June
'^t. 1^90. During the two years mentioned 1,209 employes
Wile killed by falling from trains, and 10,497 injui-ed.
1 lie discussion which followed dealt largely with the
iiucstion of how the general adoption of safety appliances
could be most effectively h;istened. The railroads in their
correspondence with the committee were divided upon the
advisability of compelling the adoption of such appliances
by legislation. Many of them favored such action, but the
larger proportion opposed it. Hon. L. S. Coffin, represent-
ing the Brotherhood of Railroad Trainmen, favored legisla.
lion compelling the use of train and driver brakes and auto-
matic couplers. Col. H. S. Haines, representing the Ameri-
can Railroad Associ.-»tion, shoived that the roads were mak-
ing rapid progress in putting on M. C. B. couplers, and in-
sisted that a law establishing absolute uniformity would
block progress, because there is still room for improvement.
It would take at least five years to equip existing cars with
the M. C. B. type if all the manufacturers did their utmost
to supply them. He thought that the present freight train
brakes were not entirely successful on long trains. Mr. M
N. Forney argued that not mandatory but advisory legisla-
tion should be had. Mr. Theo. N. Ely of the Pennsyh
Railroad, E. B. Thom.is of the New York, Lake Erie &
Western Railroad, Lucius Tuttle of the New York, New
Haven & Hartford Railroad, Maj. Myers of the R., F. &
I'. Itailroad, C. W. Bradley of the West Shore Rail-
ro.id, G.' W. Rhodes of the Chicago, Burlington Jt
<^uincy Railroad and others took similar ground, urging
that the roads must be allowed to develop the final and sat-
isfactory type of coupler fn .ictunl service, and that this w.xs
being done as rapidly as was practicable.
The various organizations of employes were well rcpre-
jnted in the discussion. Mr. Frank Sweeney, Train-
en's Mutual Aid Association, spoke of the danger to
switchmen from the present lack of uniformity in the
ight and the types of drawbars, and of the importance
uniformity in both these respects, simihu- views were
advanced by Mr. John A. Paul, till'. ! I h. -^> n.limen's
Journal, who spoke at considti M' Mi .V. D.
Shaw, of the Yardmasters' .\s-. . ., ll.l.iTling
and Mr. Roach, of the Switchmen^ .\i^! \ - itimi took
similar ground. Several called attenti'Mi to tin- fact that
the switchmen must go between the care to open the
knuckles of the M. C. B. coupler and favoi-ed
a device for opening it from the side of the
car The representatives of Employes' A.ssociation
seemed to favor the link and pin type of drawbar,
some of them claiming that it could he made as automatic
as the M. C. B. type. This view was sustained to some
extent by Mr. McWood of the Grand Trunk Railroad and
Mr. J. T. Chamberlain, of the Boston & Maine. Mr.
Chamberlain insisted that the employes were the best
judges of what was required, and Mr. McWood considered
the vertical plane coupler to be mechanically unauited to
its work.
In passing through the Altoona machine shop we
noticed that electricity is being used to bore out the
cylinders of locomotives when they are undergoing
repairs.
The application is a very simple one, but reduces
the time of the operation about 35 per cent, and the
labor some 4."i per cent.
The usual boring bar is used and set in place, a
pulley being substituted for the hand wheel which is
used to opei'ate the bar when the boring is done by
hand. The motor is placed on a frame to which is
attached handles, that the motor and frame may be
easily moved from place to place. The required speed
is obtained by reduction, using for this purpose sev-
A
FRAME
ciiugmmiiiiiJ I y-BOf^INt
■ T H J flinmifTTTiTTmim B/iH _
^PULLEY OR
HAND i^HEEL
eral pulleys which are also located on the s
frame as the motor. A worm attached to the ai
tare of the motor was tried but gave more or less
trouble from healing. The speed of the armature is
2,000 revolutions per minute, and by the use of pulley:
on the frame the revolutions are reduced from 2,000
to 120, the latter being the S])eed of the pulley at-
tached to the boring bar. The arrangement of pul.
leys has worked more satisfactorily than the worm
attachment, although the latter is more compact.
The motor has a capacity of one-half a horse power.
The current is obtained from the Edison lighting
station of the city by wires which are run along each
side of the shop from which the current can be taken.
Plug connections are placed opposite the jjoint where
the front ends of the locomotives come when they are
on the repair tracks so that the current, by means of
a wire connecting the plug and the motor, can readily
be obtained.
The time for this work is .based upon a combination
of two operations; that required to set the apparatus
in position for boi ing and removing it after the bor-
ing is finished, and the other ujjon the extent of sur-
face finished. The amount of surface faced is dejjen-
dent upon the diameter and length of the cylinder,
which varies for the several classes. The time re-
quired for boring is based on what has l)een found to
be the average depth of cut. The motor, after once
properly set in place and started, requires but little
attention until the cut is Dnished.
The accompanying sketch will indicate the general
arrangement of the application.
By C. H. Hid
Vi
Considerable attention has been paid during the last few
years to the use of steam more expansively in our locomo-
tives, and in view of the triple and quadruple expansion in
mai'ine service it would seem not unreasonable that wo
should in some way be able to compound them.
could be of value in ii
llH.ujilithuy
may and do doubtless;
ings. As an instance, 1 ■■
(..1- rebuilt)
compound was tric.l .i-,i
ii.'iui-
if iiboutlhe
per ecu. saving in
fuel and almost nothing in v
conditions we undoubtedly
pound clean flues and a cle
an fire-box
while
in the other
more or loss scale on b„t
1.
The liability 1.. n.. ,
irors mus
t bo
•educed to a
Further iLa.. :,. , ii
to carry it 'V-w i, i- ■■'.'■
changing of unginctTS ;
situdes of weather and work. In no
answer the criticisms or overcome the f
regarding the value of the compounding princ
i.f full value. Wc must
economical character, for
mer or one that did not do
l>e of no value. AH condi-
i-ompounding, and then the
ko and have tf-c same char-
■ same loads, weather, etc.
uuld be of suftlcicut length
work, and should cover the
men, as well as all the vicis-
other way can we
Wc
must be able to show that we not only do save fuel, but
that we do not have excessive repairs arising from the
changes in machinery.
It is of a trial of this character that I write, the com-
pound engines being uf the two-cylindor typo. This
paper is intended sim^'v to ^it-M-,- whut *»".«,- ,,:i,.iif>ii:ii-
engines did, and nui i.. ji [i,..nsi r.itr iIm' m'Imi- m-
gines or types wouM . : i-
in ordering a lot of . i _ : i in . i [m^
senger out of three li. . > -im,,i;, :.,i,>,,,m-
pouiided, and two cni, ; _ i . -at of lb,
on the same spc-riih ,, - I h. engines
were all built by till ^ i. ■ WUrksand
the intercepting valvis y.'v 'A M;. I'.r.m .i. sign. The
weight of ail ot tnesc cukui^-:, v\ .»» ila- ^.iiijc, l:^l,ljiX» lbs.,
writhoutthe tender, and thuy were delivered and put into
service about the same time. The simple consolidation
engines were 20x24 in. cylinders, while the compounds
were m% and 29x24 in. the cyliudei-s of the 10-wheeled
simple engines were 19x24 in., while those of the com-
pound were 19 and 37x24 in, I'he consolidations were sub-
stantially duplicates of a large number of other engines
of the same character which after some years' use had
been worked up to a very economical point. During the
previous year we had procured a 10 wheeled passenger
engine, which had been changed experimentally until it
had become unusually economical in fuel. This was the
basis of the three new 10-wheeled engines, and they were
found most excellent in ihuir workings.
The 10-\vli. I V .1 .i,j;!,.- -.M^vf; put into service Sept 1,
1S90, and mil n' • i ' m end of the East Tennessee.
Virginia ..^ < . ■. \' ■ upon a run of 131 miles and
over gi-aiK- :, i - ■ iiximura and very long, (some
of them a»iij;i: . ;; \- ■ n ^."> percent, of the line curved
from three to eiKiit ocgreo curves, and not equated. Thus
we had gi-ades aud curves combined equal to about HS ft
tangent grades.
Thei-e were three regular trains each way ; two of them
each way. or four irain-s. weighed an average of 4-10,tHHi Ihs.
heavy fast
3f the
of the principle of c
placed
I'he two consolidation compounds
same division and for six months rai
other eagioes, but i->iM. ;.i:;;. v, ;■ i, i..,,r ■.■■.■, ^-..j,. . i.-.i,.'s
of the same age, bm,.: _ ■ ■ h
other around and chai _ _ i ,
were then placed upni, i,,. ... .;.,,. ,;:.- [■ . j,„„i.
where the grades are '."-^-.x, h^-ww;^ i." ii. iija>.:iK..u,, .luil
\vith somewhat less curvature, but not cqualeti. A.s in tlic
other case, four engines of the same age, build and size,
specifications, etc., etc., were compared with our com-
pounds, running the road with them and changing engi-
neers and firemen the same. These tests f()r ten montlis
with the passenger engine and eleven mouths with the
freight, should certainly show the cvery-day work of the
Several short tests wore made by Mr. Angus Sinclair.
The result was a saving of 28 per cent, of coal by the com-
pound and 18 per cent, of water. Mr. Sinclair says that
"the methods of measuring coal and water were not satis-
factory, the latter being |)articularly open to error."
Other trials were made, one of which is shown below be-
ing a trip from Knoxville to Bristol, 131 miles, and return,
with a simple and a compound engine under subsUintially
the same conditions, as to weather, time on trip. et**. :
*A paper rea*i before the Western Society of Engineei*s,
THE RAIL-WAY MASTER MECHANIC.
December, 1 891
the otii
other t
The comparisons of the 10 months' work of the passenger
engines ore shown in the following tables:
COMP;tKISOK
Cur A\: cars I
run. milt's, pr. trn.
umplo engines lOT.f l<5 M.mb S-SI
■->.•. o« per
'1 he woik of four simple and two compound freight cu-
iius for II months is shown as follows:
SIMPLE BNOINES.
Av. Ll)S. Lbs.
Mlk'-s Car car pr. coal eon- coiil pr.
run miles. Iniin. suojcd cr.m'le
> ii>:inrs.Eaf I End. <lmo. HlXn 1^
West •• 5
11
2cnKlnes.East End.Gmo. :
1-41 .VJ77,»n .-.,uai
7-23 14.230,4.tO .1,6*4
Here we have a markcJ s:ir
Ti? in a
year's
work. We
value than were the i
- .-. s the
<.ver\-Uay work of th. .
uctif the same simple i _
There is, however, :i!
, and
it is one that has ren.i. i
lotherealvjlucof th. .
.11... ot
repairs, as well as first
...I the
cost of maintainmg three c.\ iiii
..suillbe
larger than the cost of niamtai
ot known
lu u
lal extent
this excess will be found it is i
DuriL
gthe four
first months of our use of the compound
engines
lug to im
prove t
engines, 'l 1. - I-. ■■■'
ortler to a;- < — , , .i
pounds comp:!! ' n t. ■ . : . i I [,,, .
areport of tin- ■■ ■■■ ' ' ' i.j:i.-- iii,.i. !■ -i.i.-im-
mouths, while liici" were ruuuiug together, and for six
mouths ol the lime in which the consumption of coal is con-
sidered. Considering first the freight service, we find that
And the
ug that
time and e
engines r
nnliiir i-epairs c
' tnis SIX monins the comj^u
the simple, as far as reu
cerned. Itis quite probable, however, that ii
months this would be evened up and the cost p
have likely been equal to that of the simple
should tie be borne in mind, however, that tl
engines did more work ; that is, hauled more
The four simple enipinee hauled.. ' ••'
Or per r '
> compound i
■ ha'uled..
le compound
,1178 car miles.
During the same six months the
Two simple passenger engines ran....
Costol repairs
iirper uifle run.....
v'blle the compound passenger engtn
Cost of I
work needed
keep I
the
n-hauling" may be
uffcctcd by the compounding cannot be determined
by so short a trial. 1 see no reason, however
for helieving that it should add materially to it.
When we consider that with cheap coal (say tl-.Wner
ton] the cost per engine mile for fuel is for freight trams
about 7 cents per mile,
nger 4}<. (
. in fuel
lie,
pertain t
are affected
of the
but a small part of such
by the parts compounded.
We believe this to have been a good practical test
two cylinder type of compound engines, and to
seems safe to conclude that the compound principle
as developed in these . ngincs is a valuable improvement upon
the simple engines and that its increased economy in fuel is
of sufHcienl magnitude to more than overcome any possible
increasetl repairs.
THE JOHNSTONE TEN-WHEELED COM-
POUND LOCOMOTIVE-MEXICAN
CENTRAL BAILEOAD.
The experiments which Mr. F. \V.
.Johnstone, suiieiintendent of motive
power of the Mexican Central Kail-
roail. conducted with an engine which'
he altered over to a compound loco-
motive of hisown design, were so sat-
isfaclop.v that they led to the builil-
infr of new cDgiiies of this same gen-
eral design, and it is now the purpose
of the Mexican Central Railroad to
alter all its engines into compounds
as soon as practicable. In the accom-
panying illustrations, and on the
supplement which accompanies this
issue, we show the general drawings
of one of the ten-wheeled locomotives
which has recently been built for
that road at the Rhode Island Loco-
motive Works. In general design
the engines arc good examples of
the modern heavy ten-wheeled en-
gine, having a largo boiler, a Be
paire fire-box placed on toj) of the
frames, a large healing surface, and
general proportions which are sure
to prove satisfact< ry.
The compound cylinders are of
special in lerett. The high pressure
cylinder is within the low pressure,
and is simply a cast iron sleeve in-
serted in the latter, and held in place
by the cylinder heads. The high
pressure piston is 14 in. in diameter,
and the low pressure 2!li in. The
latter piston is annulir in shape and
is provided with packing rings on its
outer and inner diameters. The
cross head is adapted to a two-bar
guide, one bar above and the other
below the center of the cylinder, and
receives one piston rod from the high
pressure and two from the low pres-
sure piston, the latter rods being
:tbove and below the guide bars. The
rie steam chest valve distributes the
1. am to both the high and low
jMessure cylinders, but the valve is
in two sections. The outer one is
driven in the usual manner by the
valve stem, and the inner one is car-
ried by the outer one, but has moi-e
or less play within it. so that ils
travel is somewhat shorter. The
impact of the inner section against
the outer one is cushioned by springs.
The starting gear of the engine cou-
of :i valve in each steam chest
• through which steam is admit-
ted to the interior of the- outer sec-
tion of the steam chest valve and
thus to the low pressure cylinder.
The live steam for this purpose is
furnished through a valve in the
cab, from which it is conducted
through a t in. pipe down to the
taning valves on the steam chest
From the side elevation, w
shown on our supplement, and the
cross sections which aecompany thi;
ticle, a fair idea of the mo;
portant features of the engine can be
ained. We also give a detailed
rawing of the boiler. It is an ex-
mple of good designing, and the
thickness of the sheets and the
trenglh ot the seams are such as to
give ample strength for the high
pressure carried. The fire-box, as
already mentioned, is of the 13cl-
I>aire type. The sides and baik are
itayed with J bolts, except tlie three
'*(^-:;"4
D^
tTf-
- .7"
•kt
1
'A
u
ii'
^4=ji
Dkcemher, 1831
THE RAIL^VAY MASTER MECHANIC.
upper rows, which are 1 in. in diameter. Tlie crown
stays are 1 in. in diameter in the Iwdy and the upi>er
end is swelled to H in. in diameter for the threads,
the lower end heing li in. in diameter at the thread.
The bolts ai'e put in from the inside of the box and
have a head on their lower end, so that this portion
of the bolt which is exposed to the lire is solid and
substantial. The upper end of each stay bolt is riveted
over. The dome is placed ahead of the lire-box and
the sheet is flanged out uixjn the shell, while the lat-
ter is flanged up into the dome. In addition to this
there is a strengthening ring on the inside of the
shell. The fire-box ring is 4 in. deep and contains
two rows of rivets.
The fli-st of these engines was run under steam
racst of the way from New England to Mexico, and
COMMUNICATIONS.
standard Tersas Compound Engines.
T<uho Editor of the Uallwiiy Maetpr Mechanic:
In a recent is.sue of the liaili-oiul Gazette there was pub-
lished an account of a comparative test mtide on the West-
ern New York & Pennsylvania R. U. with
one a standard siniplc en^no and the other a
the Vauclain system, the results of which the G.riOttc says
"are the most conclusive we have yet published, the aver-
age saving in favor of the compound being about :tr per
cent." Such a statement of the result is both startliUK
and to a certain extent misleading.
ITie rei)ort of the test m:ido is furnished by Mr. Vail,
the general master mechanic of the road, who is deserving
of s|>ecial credit for the intelligent manner in which ho
lu.ni u^'uinst an old friend like the standard engine, on
m< 1. ly three round trips between Buffalo and Machias,
especially when, as Mr. Vail says, **Tho cnginemen and
firemen were not instructed in any way as to how the
engines were to be run and fired, each m.-vn exercising his
own judgment." This has the appearance of impartiality
in the trial, and is doubtless a fair way of getting at the
average work of engines that have to bo handled by differ-
ent men in their ■.'eiieral wink upon ;i i-ailroad. But when
and firemen Uiat could be furnished for t he purpose, I ha
we might be a-ssured that their utmost capabilities hai
been developed !
CROSS SECTIONS OF JOHNSTONE COMPOUND LOCOMOTIVE— MEXICAN CENTRAL RAILROAD.
on its way drew many trains which tested its capacity
for heavy work. From the specifications we take the
following principal dimensions:
axles
liiimmyred Iron
hammered Iron
SIvlcof eliairielniclt^
Whe.-ls
spoke, with sUfi tires
cJlindCThSdcasmgiV.'.V.V.V
pressed steel
Tbick^it^hwa::::::::::.
.■.■..■.■.■.■■.■.■.■.■.■.■.■.■...'.■.'.'3i6»nd!4ln
Axu-g.::::::::::::::::::::::::.
(companjr's standard) Iron
carried out the tests and tabulated the results. The report
gives evidence of forethought and care and evinces the
desire to obtain truthful results and I feel sure he will not
take amiss a few remarks made entirely with the desire to
get at the real value of the compound over the simple
engine.
In the first place, as I have said, to put the saring as
about 37 per cent, as the Gazette has done, conveys the
idea that this is the cish value of the saving effected.
Mr. Vail has chosen for one of the st.andards of compari-
son "the percentage of train hauled per pound of coal"
which is given in the statement accompanying the report
as .'KV-'J per cent in favor of the compound and this is what
the Gazette has made use of in its declaration of the saving
effected. Under the circumstances the per ccntage of
trained hauled per pound of coal, is hardly a fair base of
ion upon which to declare the economic value of
the one enijine over the other; there arc other fiujtors de-
I 1! h.- lonsideration; besides, in this case, we have no
that the sU-indard engine was loaded to its ut-
:|:i.ity and that it was really doing its best. The
ij..lu.i;iir ciirds taken from this engine and published with
the rc|H>it alluded to show considerable "wire drawing" at
the admission of steam to the cylinder and some of them
show much more b.ack pressure than there ought to be
(especially at low speeds), indicating that some improve-
ment might be made in t^ie valves that would help the en-
gine against its formidable antagonist, and it is but fair,
when one engine stands up jigainst another in a life and
death struggle for its type, that it should have the .advan-
tage of every known point in its favor, that it may be a
thorough going representative of its class.
Again, it is well known how much consumption of fuel
and load hauleil will vary in the same engine under differ-
ent handling. Maintenance and repairs also must be con-
sidered, for some may not be satisfied to base their judg-
That tl c compound engine hauled from two to three more
cars was due, first to the extra li,(K10 lbs. upon the drivers
over and above that of the standard engine, and secondly
to the Si lbs. of higher steam pressure, which was the aver-
age carried by the compound throughout the trials, the
compound avi^raging 170 lbs. per square inch and the stand-
ard 147 lbs. only. But that the compound was able to main-
tain this higher pressure with a decreased consumption of
fuel may be due to one of two causes or to the influence of
both, one of which is embraced in the economy of high
pressure steam (which has many advocates), and the other
is the advantage which the compound gains in using steam
more expansively and the consequent lessened demand
upon the boiler. However, it appears conclusive that there
was a largo saving made, and in the percentage of water
evaporated per pound of coal we get a clearer view of this,
as these figures show that one pound of coal did 17 9 per
cent, more work in the compound than it did in the stand-
ard engine. The actual saving in fuel cannot be got from
the figures in the statement, because the coal used in an
extra trip made by the compound is not separ.it<'I from
that used in the trials
There are some inaccuracies in the statement as printed
by the G.azette, notably in the summary of the average
weight of train baulccl. The average of the three round
trii«of the compound is given as. '>,7(>fl,iliS; this .should be
:t,»4(>,4l8, and the number of pounds of train hauled i>er
pound of co.al should bo iaii-9 instead of laai) by standard
engine. The percentages made use of arc not materially
affected by these changes. Another error in giving the
average indicated horse power per hour of the standard
engine as 0 S47 (instead of (iS4-7 as I Uikc i; to be), is, 1
Tlicre was evidently a desire to give the compound a fair
show, as a streak of bad weather having caused her to slip
badly, a special trip was made in good dry weather to cor-
THK RAIL^VAY MASTER MBCHANIC-
December, 1891
ct any damaging effect the slipping might
AS. Hi.
The Compound Locomotive on the Western New York &
Feniuylvania Eailroad.
To the Editor of the Railway Master Mechanic:
In the November issue of the Master Mechasic you give
.l;it;i,,f the trial of a comiwund and simple engine on the
\\ - I ,, ^^c Pennsylvania Railroad, and in con-
I ,,ike some remarks which appear to be
,i; I ijiving the weight of the compound,
^,, , ■ i'_'hl of the simple engine is prac '
pistons, crossheads.
the pon
■■, - ■ would be interred
: ; .mi locomotive was
i;;ii i1m lijrures do not bear
this out, for in the Uailr.nul and Engineering Journal,
whore more complete data of both engines was given, it
was shown that the weight upon the drivers of the com-
pound locomotive is about fi.OOO lbs, greater than that of
the simple engine, while the weight upon the pony truck is
:i,UO(l lbs. less. In other words, with an addition to the
total weight of the engine of 3,000 lbs. there is an actual
reduction of the weight upon the pony truck and a marked
increase of that upon the drivers. This might be consid-
ered by some to be an advantage in heaA-y freight work.
By the way, if 13,050 lbs is enough weight upon the
truck of a compound locomotive, why was it not enough for
the simple engine! If it is enough for the one it is hard to
see why :i,(KX) lbs. of the weight of the simple engine was
transferred from its drivers to its truck. Then, again, why
were 3Jj in. nozzles used on the compound locomotive and
^\ in. nozzles on the simple engine! One would think that
if the simple engine used more steam, its exhaust would
have fully as much clToct upon the fire as that of the com-
pound, and nozzles at least as large as those of the latter
could be used.
In this connection it would be interesting to note if there
is any difference in the life of boilers carrj ing
lbs. pressure, and if there is much difference in cost of
their maintenance, and in the life of the stay bolts in sui
boilers. 'I'tic trouble from broken stay bolts is one of i
mean magirituJp, and appears to be on the increase. It
a pity that the Strong engine could not have been kept t
gether long enough to demonstrate if there was anything
in its fire-box worthy of use.
'F. Pi.
Provideoc
gradi(
Long Travel for Steam Cheat Valves
To the Editor of the Master Mechanic:
There is an editorial in the Railroad Gazette of October
•i:i on *' Means for Increasing Locomotive Cylinder Power
at Speeds" which appears to be misleading, in some
lions of it at least. ITiat part of the article which
tracted by attention particularly, was where great results
were claimed for Philadelphia & Reading engines having
long travel and wide lap on the steam chest v;
stated that the engines have an "enor t-.
[Hjwer, nearly 2.i per cent, with the sanu ■ ■ .
cylinders and ports, and to-day the Reattiii_ >
longer V!llvc tr:ivoI ;iiui wilier outsiilc I;ip *.,
with its Cl.^is. ■■ • ■■!!. ! ■■.,..!., ,1,1,1 ■,,,„
raentionc'I '^ li,, [,,, ^ ^ ,,l t h, ,-,,s.' ,ir,' i h.ii
on the Rc:iiling road li;ivc larger cylinders, c
steam pressure, and do less work on -the san
than an.» other road in the United States, and
safe to say, in the world. The road from Philadelphia to
Potlsville, a distaiiip ,,1 i: i,il, , ivilli,,iit any down grades,
lias a rise rif only i;i«i I ■' , i ■ .,,ti, ally a level road.
others have 'Jl in. by .■; , - ; :,,.|,.r-, with driving wheels
r,;i ft. in diameter, and a boiler pressure of 160 lbs. or
more: these engines haul from four to six cars.
On their line from Philadelphia to New York the grades
are light and their trains are not any heavier than on the
main line, and when the engines belonging to the Central
Railroad of New Jersey carry some of these trains they
appear to do the work easily, with less steam, and without
such a long valve travel and large lap of the steam valve.
When one of these Philadelphia & Reading engines with
long valve travel and wide outside lap and having cylinders
31 in. by 33 in. was tried on the Lehigh Valley road from
Wilkesbarre to Fairvicw they failed wonderfully to do the
work that a Lehigh Valley engine with cylinders 30 in. by
34 in., the same size wheel, and only 140 lbs. of steam and
live travel, performed with ease. Under the
* I would like to know where the increased
power came in. I'erhaps some of your readers can in-
Nor. istown, Pa Oi.n Foov.
Car Heating Patents.
New Youk, November-4, 1S91.
Ti. till- Editor of the Railway Master Mechanic:
0\iv attention has been drawn to a communication to the
railroad press wherein the charge is made that a recently
introduced coupler is an infringement of the Sewall patents.
As the new coupler which we are introducing is the only
one on the market that will couple with the Sewall coupler,
the communication referred to may lead some people, who
are not familiar with the facts, to think that our new
coupler may be an infringement of the Sewall patents.
The fact is that the Sewall patents are very limited and
cover ouly certain details of construction that are peculiar
to the Sewall coupler, but which are not at all used in our
new coupler. We have competent legal advice that Gold's
universal straight-port coupling does not infringe either
the Sewall patent nor any other coupler patents ; and we
guarantee all railways adopting out* new coupler immunity
from loss or inconvenience by reason of any claim of in-
fringement. Ownei*s of any patents alleged to be infringed
should proceed against us instead of seeking to intimidate
our customers. If any railroads using our couplers are
.sued for infringement (as is unlikely to occur since no valid
claim of infringement can be made) we will defend all such
suits at our own expense. Our Universal coupler is the
simplest straight-port coupling made, conuining several in-
genious and desirable improvements, .all of which are
thoi-oughly protected by patents granted, allowed and pend-
ing.
We believe it to be the straight-port coupling of the future.
We would further inform the public that the litigation
which has been carried on in the patent ofiice for the last
four years to determine the question of priority of inven-
tion of combined steam and stove heaters for railway cars
has just been decided by the appellate board by the award
of the patent containing broad claims to this system to
Henry H. Towue and a more limited patent to James F.
McElroy. As we have secure J licenses from the companies
owning both these patents we are prepared to continue the
manufacture and sale of the Golu, duplex double coil heat-
ers and all other forms of heating apparatus which we
have heretofore manufactured. Our duplex double coil
heaters are the best and most economical apparatus for
heating cars eiiher by steam from the locomotive, or when
the car is disconnected, by a fire in the heater.
Gold Cah Heatisg Comi'an'v.
HYDRAULIC MACHINEKY IN EAILROAD SHOPS.
\Vu were forcibly impressed in a recent visit to one
of the railroad shops with the remarkable output
which can be obtained by the use of hydraulic ma-
chinery. It was a practical example of the tact that
the attention of mechanics has been too closely
confined to the details of maohine tools, to the par-
tial exclusion of the good results that can be obtained
by the proper application of hydraulic power for
some claases of work done in railroad shops. The
work of forming the complicated shapes of which lo-
comotive boilers are now constructed is- an example.
The sheets of such boilers are being enlarged to such
an extent tliat it is a doubtful question if they can
much longer be suocessfully flanged by hand.
Since the introduction of steel for locomotive boilers
it has been necessary to take additional precautions
to obtain the proper temperature, neither too hot nor
too cold, for working the material: and it requires
very careful handling to prevent overheating and its
attending evils, or the crystallization which is likely
to result if the sheets are formed when the material
is too cold. Fortunately the mild steel which is com-
ing into more general use allows a wider range in the
temperature at which the metal may be worked.
To accomplish the best results when flanging by
hand, it is necessary to heat but a small part of the
plate at one time, and it requires rapid handling by
the Hangers as soon as it is removed from the forge.
It Is also advisable to utilize all the available men
that can possibly work about the plate during the
flanging. The heating takes the attention of but one
or two of the flange gang, the others remaining idle
during the preparation of the Sheet for the work.
This is doubtless fortunate, for the work of hand
flanging is so fatiguing that the men could not stand
this work continuously for ten hours per day.
In comparing this operation with the one where
the flanging is done by hydraulic pressure, we find
pitted in its favor the following plant: A hydraulic
pump, an accumulator, a main for carrying
water, a flanging machine and a heating turnace, as
well as the necessary dies for the sheets that are to
be flanged. The proportions of the several parts of it
the plant are dependent upon the pressure which it has
been decided upon to use. The higher the pressure
the smaller the necessary parts to obtain the requi-
site total pressure to accomplish the work to be
done, while the size of the main to carry the water
can be also proportionately reduced. There is, how-
ever, a limit to the pressure which it is advisable to
use. There is considerable difficulty in maintaining,
satisfactorily, joints with pressures higher than l,r)00
lbs. per square inch, and even this figure is higher
than advisable to have, excepting when the water is
carried a considerable distance, in which case the
cost of the main enters as an important factor in the
rst cost of the plant. The main consists of double
xtra heavy pipe up to 4 or o in. in diameter, and
cast iron pipe for sizes larger than this, using in both
cases flanges such as are indicated in the acoompany-
sketch to connect the sections of the pipe to-
gether. With these flanges it 's necessary to place a
washer of gutta-percha, leather, or sometimes one
made of a medium soft metal between them to make
a tight joint. The gutta-percha is good when used in
dry places, but is softened in the presence of heat,
and when such is present it is advisable to use either
leather or some soft metal. Lead is almost too soft
to make a good joint, as it flows when subjected to
the pressure of the flange bolts necessary to prevent
leaks.
A working, but as yet unsatisfactory, valve for oper-
ating machines that are woi-ked under pressures of
the magnitude mentioned, consisls of a chamber con-
taining the ports lc;uliiii; to tliij cylinder of the ma-
chine, which are intercepted by cup leathers located
on the valve stem. The water under pressure pass-
ing into the ports of the valve chamber and past the
leathers, cuts them away badly, and requires their
frequent renewal. Boiling the leathers in tallow,
however, has been found advisable, and increases
their life many times over._
A heating furnace having a hearth sufficient to take
the largest sheet to be flanged is necessary and one of
such a construction as will heat the sheet uniformly
is advisable. This is most satisfactorily accomplished
by the use of gas, although oil seems to be reaching
that stage of development where it can be installed in
isolated places quite as successfully as where gas is
used. The heat must, however, be readily controllable
and distribute itself uniformly over the hearth of the
furniice, thereby heating the sheet to a uniform tem-
perature. Successful flanging by power is dependent
upon this feature of a heating furneice.
With such a plant the most complicated flanged
boiler sheets, including the front throat sheet of the
Belpaire boilers, can he shaped in from ten to fifteen
minutes from the time the sheet is placed in the fur-
nace until it is ready to be taken oft' the machine.
Some five men are required to handle the sheet and
the furnace during the whole operation, being assisted
by a hydraulic crano arranged to cover the area
between the furnace and the flanger. To flange such
a piece as the front throat sheet of the Belpaire type
of boiler by hand requires from six to eight men for
ten hours, showing at once the remarkable saving
resulting from the use of such aiipliances. The com-
parison of flue sheets would not, of course, indicate so
much in favor of the flanging by pressure, but it
would still be sufficient to show at once the advan-
tages of the method. Flue shoots require about the
December, 1801
THE RAILAATAY MASTER MECHANIC.
1S5
same amount of time to flange hy powci- as do the-
complicated throat sheets of the Belpaii-e txiiler,
while about three flue sheets can be handled by a
gano- of Hangers in ten hours.
The economic feature of such a plant is dependent,
however, upon the number of pieces ol one kind that
are to be made and it is only where duplication is
l)Ossible, and this on a somewhat extensive scale, that
the method can be considered an economic one. It
is such arguments as these that favor the adoption of
standards for locomotive construction, and it does
seem unfortunate that a closer adherence to one type
of boiler cannot be adopted. The variety of engines
really required to fulBll the different kinds of service
on all therailroadsof this country would be very small
if by some thoroughly reliable and accurate means they
could be systematized. The corresponding reduction
of the cost of the engine would be material and bring
about a result well worth attaining. Take the ease
of boilers, for instance, when for a heavy freight
engine the main parts, such as fire-bo.'c, barrel throat
and flue sheets, could be made from the same dies.
This would allow their duplication at a very rapid
rate and at an exceedingly low figure.
The systematic standardizing of locomotives is yet
to be started, and we cannot but believe that the in-
dividual variations of a fraction of an inch must suc-
cumb to the economic resul ts which would follow from
the adoption of closer and moi-e general agreements as
to the main parts of locomotives. These cases indi-
cate at once the advantages which would result from
the adoption of a standard fire-box and barrel of the
boiler, say for a locomotive to be used exclusively in
heavy freight service. Any variation desired in the ar-
rangement of flues, bracing of crown sheets, and other
stiiying could be varied at will, the only restriction
l)eing that of the outside and inside dimensions of the
sheets forming the lire-box and the flue-sheets. It
would make a material decrease in the cost of
locomotive boilers and a profitable field, for individual
plants, if some agreement could be reached in the
adoption of standards for the general dimensions of
locomotives for the different kinds of service. We
appreciate that the changes in the demands made by
the transportation department due to heavier trains
hauled, higher speeds required, etc., make necessary
corresponding changes in the boilers of locomotives
for such service, but the number which would be
built of any one design, would amply repay for the
jtrelirainary changes necessary when preparing to
flange the sheets of any new design of boitei-.
will only requii-e a small ))iece of paper and a very
short pencil to enable one to see for himself that a
little extra first cost of pipe and appliances will be
many times saved on any of our busy trunk lines long
before such api>liances will have lived out their use-
fulness. We present herewith an illustration of the
Mansfield automatic water column, or standpipe, the
THE MANSFIELD AUTOMATIC WATEE COLUMN.
An ideal railway water station should give ti-ain-
len an oi)i«irtunity to lake water at either end of
i-pots. so that the tender of the locomotive is filled
•hile loading and unloading coaches or cars— freight
anical con ti uction of which will intcicst all
number of our readers, and l)e of especial interest to
those who have such appliances in their care.
From Pig. 1 it is evident that the valve may bo
I easily operated by the fireman from the tender, and
it is pleasing to note that the connections areexternal,
requiring no packed boxes or glands other than the
vjilve proper. The standpipe in its normal position
stands parallel with the track, or tracks, and within
reach of fireman, who
easily pulls the pipe
around into position In
doing so the spi ing .A
is compressed by the
double eccentric LL (sec
Figs. 1 and .'11 and in
sures the coluinirs le
turn to normal position
In oixjrating the \aKe
Fig. :i. (see Figs. 1 and 2), bj
pulling the handle and connecting rod II. the foi kcd
operating lever B, which is tulcrumed at K iclcasts
the valvo and closes the stop and wa-ste cock bj means
of the rod v. The slide head G being fice on the
pi|)e and enclosing the anti-5riction roll connection to
foriced lever /?, allows valvo to be ojicrated in any
position. The action of the valve is entirely new and
especially designed to overcome the rebound of water
hammer which h.ts hitherto prevented the use of
I these water columns in direct connection with city
I mains, where onlv moderate pressure is used. Th
iliii of suddenly stopping an 8 in. stream of water is
o create an excessive rara many times greater than
he initial force, and which has proved in many cases
0 dis:istrous to the pipes and connections.
Fig. 2 shows the valve in detail with a recessed
hamber or pocket immediately above the plunger.
There is therefore an c(iual pressure behind the vai ve
and It IS closea in a balance or state of equilibrium,
the cushion spring D absorbing any reactive effect,
and acting as a safety valve. Pig. 4 is a section show-
ing the ball bearing between the standpipe and the
base. The column can also be operated from the
platform when desired. It is adapted for single or
double track roads and for any latitude.
The Mansfield automatic column is manufactured
exclusively by the U. S. Wind Engine & Pump Co.,
of Batavia, 111., and makes a vei'y vaUiable acquisi-
tion to their already most complete list of water sup-
ply material.
HOBIZONTAL DOUBLE OBINDINO MACHINE.
DMe>srs. Pedrick & -Vyer, Philadelphia, have de-
signed a line of tool grinding machines which em-
brace some novel i>oints that are of practical value.
They are called "Centrifugal" grinding machines
from the method used to bring the water to the grind-
ing face of the wheel The manufacturers claim that
none of the ordinal J methods of doing this are en-
tiieh satisfactoi J because at anything more than
model ate speed the w atei fl les off and there is danger,
oi at h a.sl the possibility ofdiawing the tem])er of
the tool
The new method as used in the nuuhitiu illu.strated
and other grinding machines made by Pedrick &
.\yer is to apply the water at a point near the center
of the whe«l: through caiiillary attraction it adheres
to the surface and the centrifugal action of the revrdv-
ing wheel causes it to rapidly sjircad out over the side
THE RAILWAY MASTER MECHANIC.
of the wheel until it reaches the edge of the grinding
face over which it passes, wetting the grinding face
less or mjre as the supply from the tank is regulated.
If the supply is so rapid as to accumulate water on
the grinding face, the water is thrown off against the
inner surface of the case which entirely surrounds
the wheel and is returned to the tank by natural How.
The tank is formed in the bottom of the cylindrical
case which surrounds the wheel and the water Bows
by gravity to it, the surplus being thrown off and re-
turned to the tank. An overflow pipe leads to a suit-
able pail or tank outside the machine, and the inner
tank can be replenished from this one at any time.
The machine illusU-atccU-ari-iLS an 8.^lIf in. grinding
wheel at each end of t In- ail » n-. The same size is alsii
built with asingle wii.-.l. and with other
make it suitable for MK<.-ial tool room use
CLUB MEETINGS.
) the matter prettj- closely and cai-efully. We Ihiuk it
iv. Cloud— It is scarcely worth while for mc to say that
best efficiency of the brakes would be had
for the piston ti*avel; whether that
2s not matter, if you have fig^ured ac-
should say 7 would be a very good figure ;
whun regulators have'been introduced and found to be
essful, such figures can be used very well. In the
apply the train brakes from
Rhode
THE WESTERN RAILWAY CLUB.
,;^■^ iJi'iuiiiatud aud was ulLcted unanimously.
■u-^siiiii of Mr. Rhodes' paper on "Aii'-Brake
\\ hi. Ii was read at the September meeting, was
.•over— While I endorse almost everything Mr.
s said, I specially agree with him in his views
.; length of the piston travel. The recommenda-
1 of the Westinghouse Air Brake Company, I believe, is
tice is, the minimum C and the maximum 8. We have
found this to meet the requirements better than 4 and 8.
The recommendation of our air brake instructor is that we
have but one standard, and that y in.— no maximum and no
micimum. I do not agree with him in that, because it is
impossible for us to make a standard and bold to it, unless
we increase the number of men we have looking after the
air brakes, and unless we equip our cars in such a way that
the piston can be regulated. Un our entire passenger traf-
fic we have a device which recoi-ds automatically the
length of the piston travel, and it has reduced our expense
in maintenance, in so far as adjustment was concerned, by
probably two-thirds. On Saturday last I had a letter
from our chief inspector, in which he reported to me the
condition i}{ 40 freight c;irs east-bound at Clinton. Of the
vel.
seem to indicate to mc that a unifurm travel is what we
Modem brake gears are much better than those of
a few years ago, and there is a minimum of
slack in them. In order to see what the variation
is in piston travel now between light and loaded cars, with
iron beams and close fitting fonuections, we have had a few-
tests made at Aurora this week. The results were :
the groove uncovered, the air passing through the reser-
voir to tne cylinder, and from the cylinder to the atmos-
phere; this.'then, would let the brake release, and another
application would have to be made to bring the piston out.
After about the third application I could get the piston be-
yond the groove.
Mr. Rhodes— While we have the engineers with us, I
would like to ask their opinion on another question which
this paper touches, on page 4 of the September proceed-
ings, paragi-aph 5:
After the engineer is satisfied that there are no serious
leaks in the train, he will, at a signal from the inspector or
trainmen, apply the brakes and leave them so applied until
the brakes on the entire train have been inspected and the
signal is given to release. We would recommend inserting
after the words, "apply the brakes," the following "by
exhausting all the air from the train pipe."
Mr. Syunestvedt (C. &N. W.)-I think the practice of
drawing all the air out very valuable for several i-easons-
the reasons already given here and one other which I will
mention. I have seen an extra car— a sleeper or a
nected has less air than the others and its
brake does not go on, and I have seen men make three
or four, and sometimes more, applications of the brake
to satisfy the brakeman that it was all right. All that
trouble would have been atoided had the engineer ex-
hausted all the air froqi the train in trving the brakes.
There is u way which I have not heard mentiontd by
while i-unning on the road, without making an application
of tlic brakes at all, and by which he can teil within
proper position, one gauge pointer will show 20 pounds
excess pressure. Now, by pushing the handle to the re-
lease position and watching how far the red point'er falls
you can tell very nearlv how manv cars there are in the
train. Wc find that when there "are fifteen cars in the
train it will -M , I, A n :i' >- . \:i. ' M'<'und to a car; the
ning on a i,. ir point or a crossing
to ihaUc; Im , , ,ii ;ill the brakes are
not set ill l!< .11. :. . I ;> ,.si!y bv slipping the
handle amund and watching the red pointer as I say. I
have often done this, and guessed the number of cars,
and then gone back and counted them, and I never
missed hy over four cars, even on trains of fifteen or six-
would allow the conductor 1
the rear car.
Q. e. Why should trainmen know the condition of the
brakes under each car of a train fully equipped with air
brakes, and especially on the rear car, before stai-ting from
A. e. This is important for three reasons.
1. In order that the engineer may apply the brakes on all
cars in the train from the engine.
2. In order that th-^ conductor may apply the brakes on
two, all brakes in working ■
.irder will be automatically applied.
The discussion closed, and Mr. J. N. Barr then read a
paper on '-Treatment of Water for Locomotives to Prevent
Incrustation," which will be found on another page.
XovEMHEU Meeting.
, SoO-M Rook-
cha
He
in which to establish ;
uld s
able
add
that no coach should ever run in a passenger train witii
the brakes iuopci-ative. Now, the position we take is that
coaches will run in our passenger trains with the brakes
inoperative, and therefore that there should be rules gov-
erning such cases.
vQ tests indicate a variation of about 14 ^^•
iiptvand loiKlcd car. in ca.se of the brake
in-j tu the budyof the car. The tests with
L' brake >l,<.ws clearly the importance of
.\ky l)i;ini:- u< that portion of the truck that
successfully introduced an.l - ,
to mc it lessens the ini , i
indicator that Mr. Schru. ^ i i
blocked out here what I think ih. nrA-.u v , ,,, hu,;,]. , ,
committee might consider in c;u>c they should be successful
"Brakes under :dl tender, passenger or freightcar equip-
ment should be adjusted so as to maintain a uniform piston
travel of Tin. Piston travel must not be allowed to. be
less than t> in. or more than It in."
I am not as yet very familiar with piston regu-
lators. We are testing two on our road now, but how
they arc going to do, I don't ' "' ...
know. Wc propose to look
1} 'I Tf !h'- btvilrr"^ nn a rMach in a passenger train do
\ ny trouble whatever with air
i> . ! :i' should be located and the
t'i'iii n.i.h , I |.M>--.n,,i, h. lore leaving the station where
Q. b. It the repairs cannot be made, what should be
A. b. If the repairs cannot be made and the defect is not
connected with the train pipe, the air to the triple valve
must be cut out. great care being taken to see that the stop
cocks are left open, so as not to impede the passage of air
to cars that may be at the rear of the one with defective
Q. c. Should the main train pipe burst in passenger ser-
vice, what steps should be taken in regard to the car's po-
sition in the train?
A. c. A car with burst pipe must always be placed at
1 lie rear of the train and the hose connected to that of the
> immediately ahead of
3f the train' would be
il get far enough away
the rear of the train
of Ml'. BaiT's paper, which was read at the last meeting,
and is found elsewhere in this issue.
Mr. Forsyth—Mi*. Barr's papershows the success which
has attended the use of this compound on the Chicago,
Milwaukee &, St. Paul road as indicated by the manner in
which it kept the fire-box and flues clean, but there is noth-
ing said about the economy of the use of it. Before going
into such a practice extensively. I should want to know
what it costs, and, whether it is the proper or best method.
In calculating on the cost, there is the value of the chemi-
cals employed to be considered, also the value of the fuel
which must be expended in heating that water which is
blown off and that which escapes through the cylindei*s by
reason of the foaming in the boiler.
Another thing which occurs to me in this connection is
whether what I would call the "direct method" is the best
one; by the "direct method" I mean the process by which
the purification is accomplished on the engine. I tfiink the
ideal arrangement would be to purify the water in the
stationary water tanks, instead of in the tanks of the loco-
motives. I have always thought that the locomotive is not
chemical labora-
concentrated as
possible— that is, coal having as great an amount of carbon
or hydroc:>rbon as you possibly can get— and with water
just as pure as can be obtained. " There is enough to do on a
locomotive after you get those, without trying to carry on
any other processes.
Ml*. Gibbs— The compound costs, barrelled at the
roundhouse, four cents per gallon, varying a fraction of
a cent with the varying price of chemicals. You can very
easily calculate the cost for a trip or per train mile run.
For instance, on the Chicago division I think the quantity
of compound we are using now is about seven quarts for
the run of S5 miles; that would make a cost of between 7
and 8 cents to purify the water for that trip.
As to the purification of water in some other place than
in the locomotive boiler, I think all will agi'ee that Mr.
Forsyth's view is the correct one, provided we can caiTv
it out. I have made personally a great many experiments
in purifying water, beginning with the well-known Clark
process. The so-called "mechanical" processes— various
forms of apparatus in the boiler— have been pi-oposed and
tried for locomotives. On stationary boilers, where the
evapoi-ation is low and the circulation of the water slow*
I think they will meet with considerable success. In n>-
motives I have never seen any advantage in them. The
amount of water evaporated fi-om a locomotive boiler is
extraordinary and the rapidity of the feed is so gi'eat that
in going thi-ough these purifiei-s it is liable to carry the
■.riiutii ni riilo the ln.ilor. I l>eUeve the process we use is
,1- i',|>l. :is ;iii\ tliat can be devised, when we know what
Ml Siiiiili - \V.' tiavehad some experience with mechani-
.■a'. J< \i.is, hut we could not use them at all. So much
lime adhered to the inner surface of their pipes that it
virtually blocked the passage ways entirely, and we had
to discard them altogether.
Mr. Hcrr— In regard to a point brought out by Mr. For-
syth as to the economy in the use of this purge, I would
say that we have as yet no definite figures showing what
economy this compound will give. We do know, however,
that it will lai'gely decrease tne boiler work necessary in
cleaning flues. Last year at this time our boiler work in
the Milwaukee roundhouse was very much greater than it
is at present; in fact, it is an exceptional thing now to call
a boiler maker in to calk flues, whereas a year ago we
would have two or three in the roundhouse nearly all the
time. We handle about 120 engines at that point. There is
no doubt but a certain amount of heat is wasted in blowing
out, necessary to rid the boiler of the sediment that is
thrown down by the purge. Of course this is partly offset
by the increase of evaporating power, due to the clean
sheets and flues.
Mr. Lewis— I have watched with a great deal of interest
the experiments in the matter of chemical purification of
water for the past twenty years. I have tried a great many
coraiKiunds— the Lighthall, Richmond, and a number of
others— and I am convinced that it is a hopeless task to ex-
pect to gain any material benefits from the chemical purifi-
cation of water in a locomotive boiler. What Mr. Forsythe
has said is right in the line of my thoughts on this subject;
" ■•-•■■ ■'■ to chemically purify \
.'for
free
filled with water, 1 have
and as the water rises ii
the surface deposits
t should be
niit that the showintr Mr. Barr
I _ I it is due
I ...111 there is
;■-■■■ I .. ,ii..i 1 hrri attempts
In . :i[e was employed in
the boiler of these
■ ii !i> ileposit themselves
.- : -I our boilers.
' . I 1 1 . 1 \ ' 1 1 1 H 1 r a practice of using
■ is washed out, and before it is
a gallon of coal oil poured into it,
the boiler the coal oil floating on
itself on the surface of the
December, 1891
THERAILWA^ MASTER MECHANIC.
about the coal oil is
' thp scale or go between the
v.in 111.- ii-i»n, iind then the ex-
i, J , I liirk off the scale.
- ^v;ished.
' rt of the purge
iiiLT off feature,
' (ii._'^ in fbo way
r;::
s iJi-ai-tiia-
11 ii iiuestion,
■S"Z
sions whtTo the w;iti>r is partif
and, personally, I doubt very c
with iill waters.
President Peck— I have had a good deal of experience in
the past year with boiler compounds. Almost every man
that came along with a compoum'
his purge a trial: now I am tired of
more of them. Generally, they will tell vuii tluit it is very
cheap, but it amounts to 40 cents :\ .lav with v,,iii,> ..f them.
That is not very cheap, and anyi hill •_• •'■:..' ;- ■• ._. m.-.^t
over 'JO cents a day is expensive. N ' j ,i- > ^. n. iMt
ties came along with a compouiul , i
inent on an engine which got its w ,ii . i
" Mud Lake " Uink. They analy.-. i n. >>,.•. r,
going to clean the boiler thoroughly. lUt., u.n.i
that 1 was going to take to the shops in atxmt
so they could sco it when the flues were out. ;
under their direction, and we did with it exactly as they
said. This is a sample of what came out of the locomoti- -
at the end of six weeks.
(Mr. Peck here produced some specimens, one of which
inches long, 4 inches wide, and nearly
where it was nncss
We had put i.ui ,i. i
perhaps as \v .
wooden bo\c^ ■
made of 2 in. i' .. >.
tion to this pixitu
conducting nuitcrial
job. That winter w.
cars in fairly good
morning we found c
house with tli
to the farthest point
we got a very much I
has got to go under >:
■ diffor-
nged to
, word
is of \
[ dislike to imi
was about
inches thick.)
Mr. Gibbs— I want to saj;
pound the practical
Mr.. Burr's paper. I dislike to pm niv. i i -i u ml as the
champion of this compound, or aii.\ r
couraging work ; but I feel thai i:
and to the valueof the compouii.i i^. i v.uhmi
should bo said to put this aiatiei- in v\ ii.ii 1 tinti
right light.
Nearly every master mechanic will say, ''Yes; I have
experimented with this, that or the other compound, and
have never had any beneficial results." I will say that '
think that was because it was not used intelligently. E
did not know what it was, and the man who gave it to him
knew nothing about the character of the waters to be puri-
fied. Is that a fair way to try any device— mechanical,
chemical, or otherwise! I say it is not. Now we know
this compound will do certain things. It is not a matter of
guess-work— not a matter of speculation— it is a matter of
experience on our road. In the face of that, I do not be-
lieve any master mechanic can aflford to overlook our re-
sults. If you ask us whether we can purify the woi-st
waters in the countrj-, I will say, we may not be able to do
so, but most roads have not those waters.
President Peck— The compound that I six)ke of I know
nothing about, but the parties selling it analyzed the water
and brought the compound to do the work, guaranteeing it.
I let them see the boiler when the flues came out and the
crown sheets were covered all over with pieces such as I
have shown you. The analysis of the water is as follows :
5-083
5-fi86
:ia).i
NEW ENOLANS BAILBOAD CLUB.
The November meeting of the New England Railroad
Club was held on the llth inst.. President Twombly in
the chair. The following resolution was adopted :
*'The regular meetings of this club shall be held on the
second Wednesday evening of each alternate month, com-
mencing January, !Mt2; provided, however, that the meet-
ing in July of each year may be omitted by vote of the
The president announced as the subject for discussion at
the December meeting, ''Tools and Machinery for Railway
Shops," and the subject for the present occasion, "The
Care of Steam-Heated Cars at Terminal Points," to be
opened by Mr. J. N. Lauder. The following is an abstract
of his paper :
The heating of railway trains continuously from the loco-
motive h:is undoubtedly come to stay. If that is the ftict,
it is the duly and the wish of all parties interested to make
the system of heating our trains and t.iking care of our
cars while standing on sidings and at terminal points as
effective as possible. The greatest iliOlcully to-day existing
in the heating of trains by a system of continuous heating!
deem to he the preparation "of the cars before they are
made up into trains and the care of them at terminal points,
when standing in car houses or on sidings outside, as most
of them have to stand.
Some two years ago the question of taking care
of our cars on one division of our road came
up, the ears on that division being heated with steam.
As a makeshift at various points we used old locomotives;
at other points wc used road locomotives; but at some of
the leading points we put in steam plants, notably
— ■»'--- — L-- — - jjji ijy. ^jjg way of putting '
the night, and those- cars have to be got ready to briuj; the
passengers into Boston or to go to other points. IJnder
those conditions the question of keeping the cars warm at
terminal points is a very serious one, and the putting in
the permanent steam plant and building the boilers is a
large expense; and taking steam from the locomotive to do
the same work is a still greater expense.
Now, how can this heating best be accomplished } At
some points cars can be allowed to cool off, provided they
are warmed with straight steam, not in connection with a
Baker heater. But if a hot water system is used, the case
is different. What is right for one point may
not be for another. You will see from my ex-
planation that what , is right for one system of
continuous heating may not be for some other
system of continuous heating, and it is a serious question
to us what is the best thing to do under the varying condi-
tions at diflferent points. I do not know as there is very
much to be said on this matter, but I have seen during the
last two years a good many cases on our own road which
required a good deal of study before a decision as to what
was the bust arrangement that could be made ; and so I
think it well to have this matter discussed, that we may
get all the information we can for the benefit of our roads.
Many of the roads will have very little difllculty in decid-
ing these points, because they are not situated as some of
the Boston roads are.
As to the amount of steam it takes to do the work, no
one can tell anything about that, except by actual tests.
Webuilt a boiler house ail.l put in fv.- -. -,l in "jinijli* h.MV r;
at Dedham, tw-0 yetirs :ii.'... iImpii 'Ii.m -, i immi-i.
ample steam to take . at . . i ; i ; i. i
place. But we had t" -in I
because those two boil, r- \\..>i,.l [ ... run -
to keep the cars wat-iu fioiu mnuiighi unm .
morning. We have (W to 7.5 cars there u\. i i
cars have got to be kept warm and made in
morning, fi*om 5 to half past 7. Now \v.- i. , i , i
upright boilers there, just to keep the car- . .un n i. .
they are standing on the sidings. That tact shows that
there is a good deal to this question. And there is also a
good deal when it comes to dollars and cents. Two years
ago I made a careful estimate in detail as to what it would
cost to get the passenger trains on the Old Colony road, in-
cluding cars and locomotives, ready for steam heating.
Necessarily a large number of my figures were estimates,
but a large number were actual known facts. The figures
can be criticised, and if they are wrong can be made right.
I also made an estimate of a number of men wbo would be
pennanentlv added to our pay roll. I found that it would
cost to get our trains ready to be heated by steam $198,000,
and that 76 men would have to be added to our pay roll. I
put them at *2 a day, which I think is a conservative esti-
mate, as you have to have men of some skill to trust with
steam boilers and steam heating. These figures are cer-
tainly low enough, and it shows what enormous expense the
railroads have to incur in these matters, even if tr ey n '
no mistakes.
tci- in the interchange
•!i.'''.'r',"<Vf'",'l'Vartl' if'
of
in"
cars with connecting
K drawbars will be re-
are in good condition
M.L- i-tises:
lan.hird drawbar ro-
ll .li-awbar replaced by
„;';;
p
I drawbar replaced by
.ichment to draft rigg-
'';'
11 ili-awbai- replaced by
' i . ''' '• 1 .-ard may
ihc wrong
be requi
replaced drniMi. I, .■::. ,. ■ , ■ i.,i: .-. h .h «a.s' h'l the
The recominendations were adopted.
The committee on "Worn out Brake Shoes" made a re-
port in which they said the M. C. B. rules governing the
removal of worn out brake shoes are j.-.. n i- in a- il.. y
relate to the thickness of three-eighths . i i , , , , i ,
but should be enlarged upon so as to .... . i -
for removal. "We find a large number . if -h.. - i h.i i.i.ai
the three-eighths limit in center, and are worn ta])erii)g on
bottom and top ends, making the heads liable to be worn
away; also shoes woi-n to very thin edge and leaving one-
third of the shoe in good condition. We think such shoes
-hould be condemned. The fact is conceded that shoes
iwirn down one-sided interfere with the efltcieucy of the
1.1 aking power. This is based upon the opinions of practi-
. al men of various companies who have stated this fact
voluntarily. Your committee is not in favor of turning
shoes that have been worn on one side, as they are liable
to destroy the wheels, as the bearing would come in
throat of wheel and interfere with proper adjustment of
brakes." The consideration of the report was postpened
until the next meeting.
The annual banquet of the club will be held on the fourth
Wednesday in January. The eommitteehaving it in charge
are Messrs. T. A. Bissell, C. A. Gould, P. II. Griniii, J
Macbeth and F. B. Griffith.
The Southern and Southwestern Bailway Clnb.
vay Clu
Now, what ^
am pla ' • '
i boiler
thesc
of the boilers
1 doncover again ;
The Central Bailroad Club.
The Central Ifciilroad Club met in Buffalo, on November
'i'l, President Eugene Chamberlain in the chair. A rei)ort
on "Wheel Gages and Wheel Defects" which wiLs presented
by Mr. J. I{. Petrie, chairman of the committee, recom-
mended some changes in the standard wheel gauge. The
committee staled that wheels were sometimes removed
without sufticient cause under the present system, and that
the use of the gauge recommende<l by them would be more
satisfactory to all concerned. Mr. A. M. Waitt thought
that each member should determine by personal lest the ad-
visability of the proposed ehange.and recommended that the
report, together with blue prints of the gauges, be sent to
each member and further discu.ssion postponed until the
ext meeting. This recommendation was adopted.
Mr. Waitt then presented a re|>ort from the committee on
Wrong Drawbars." The committee recommended the
)llowing rules: —
The Southern and Soulhwes
regular meeting in the Kimball House, Atlanta, Ga, on
Thursdiiy, November I'J, President R. D. Wade occupy-
ing the chair. Mr. F. A. Charpiot, of Macon,
Ga., was elected secretary. According to prev-
ious notice Mr. James Meehan moved that the
constitution and by-laws be amended fixing the num-
ber of meetings at four per year and choosing Atlanta
as the reeuiar meeling place. The amendments were car-
' ;. .1 1 1 I.I ii. I. .n. I the club will meet ngularly at the Kim-
I ' " , . \ ,1,1a, on the third Thursday in .lanuary,
M I , \ N..vcmber.
I ■ I 1 . 1. ■ pi'sidcntof theclub, Mr. James Mcthan,
ii.iesting paper on "Uniformity in Locomotive
'I I iii.e Sheets." He took the position that
II I I Ml sheet would enable roads to get an
... 'liiL. which would be very instructive and valu-
able to tliem. Whether a uniform sheet is practicable or
not is another question, but he believes that the
attempt to get one up should be made. As a result
of the discussion which followed the secretary was in-
structed to collect the record forms now in use by the
diflferent roads with the idea of compiling therefrom a
uniform sheet.
Messrs. A. W. Gibbs, K. E. Libbey, and the secretary
were appointed a committee to arrange for the publication
of the club proceedings. Mr. E. E. Tyler, general mana-
ger of the Atlantic & West Point railroad was elected an
honorary member. The questions suggested for discussion
at the next meeting arc as follows; Kr.st, The most
suitable type and mode cf hanging inside brakes in freight
car trucks; second, The best practice of setting flues,
;ind the proper tre;itnicnt to prevent leaking; and third,
T he best size and shajie, and mode of fastening draft tim-
New York Bailroad Clnb.
The New York Railroad Club held its annual meeting
November Hi and elected the following officers: President,
R. G. Blacknll; vice-president b, G. W. West, W. L. Hof-
fecker, Thos. Aldcorn; secretary, H. G. Prout; trejisurcr,
C. A. Smith ; executive committee, John S. Lentz, W. H.
Lewis, W. W. Snow, W. J. Watson, W. C. Ennis; finance
committee, E. H. Andress, J. H. Bailey, S. W. McMunn.
The Department of Transporlalion of the World's
Pair is otTercd one of the most valuable relics of the
early days of railroading in this country and will
(loubllcss secure It for an exhibit. The old locomo-
motive "Samson," built in England in the thirties by
the celcbraled Timothy Hackworlh and brought to
TttE RAILWAY MAStfitl MECHANIC.
1838, Is still in existence and in vjork-
ing order. Aecompaoying it is a quaint old passenger
car built in imitation of a stags coach, both standing
on some of the old scolloped or ash-belly rails. The
engineer who first ran the locomotive is still alive,
and if still living at the time of the World's Fair may
accompany the venerable engine.
By J. N. Barb.
In presenting this paper I do not propose to go into
any general discussion of the matter of water purifi-
cation, or of the various processes and devices for pre-
venting incrustation in boilers. This has been treated
in a general way and from a chemical standpoint by
many writers on the subject of boilers. A very good
resume of the entire subject is given in Robert Wil-
son's "Treatise on Steam Boilers.'' I'^'<» edition, pub-
lished by -John Wiley & Sons. In .lanuary 1888, a
paper was presented on the matter of chemical treat-
ment of waters to this club by Mr. George Gibbs, me-
chanical engineer of the Chicago, Jlilwaukee & St.
Paul Railway. There have been numerous attempts
also made, more or less successful, in the way of me
chanical devices for collecting and removing the in-
crusting material before it becomes attached to the
plates of the boiler. The result of my observations,
both as to the chemical treatment and as to mechani-
cal devices, is that they are all more or less beneficial,
but that in nearly every case the use of both or
either has been decided to be unsatisfactory; and I
am strongly inclined to believe that this conclusion
has been arrived at, not so much from the inefficiency
of the methods and devices as from the improper and
unintelligent use of the same.
There seems to be a general impression with people
using these processes and devices that there is no in-
telligence required to obtain good results. If the
proposition should be made to the members of this
club that there was no intelligence required in the
matter of firing a locomotive, its absurdity would be
at once appreciated, as all know that efficient firing
of a locomotive consists not merely of shoveling coal
into the fire-bo.\, but that to obtain the greatest suc-
cess the fireman must at every point use judgment
and intelligence, and that very slight negligence on
his part will result in the extravagant use of coal or-
inefliciency of the locomotive. This same remark
will apply to almost every operation connected with
the handling of motive power on a railroad, and there
is no reason whatever for supposing that the use of
boiler compounds and mechanical devices for pre-
venting boiler incrustation is an exception to the rule.
As mentioned alxjve, the writer does not propose to
go into any general discussion, but the intention is to
pi-esent some cases in which the use of boiler com-
|iound has resulted in great benefit.
With this object in view, the results obtained from
the use of boiler corapound on the Prairie du Chien
division of the Chicago, Milwaukee & St. Paul Railway
Co., extending from Milwaukee to Madison, Wiscon-
sin, is presented.
The composition of the compound which is used is
iis follows, and is given in the quantities in which it is
made at the West Milwaukee shops: 3,7.50 gallons
water, 2,li(K) lbs. 70 per cent, caustic soda, 1,600 lbs.
r>s per cent, soda ash.
The alx)ve mixture forms nearly a saturated solution
of the caustic soda and soda ash, and costs about lour
cents a gallon.
The amount of boiler compound used is really
one-fourth of what is chemically required to pre-
cipitate the impurities given by the analysis.
This is due to the fact that the soda ash or bicarbon-
ateofsoda is regenerative in its action, the action
being as follows: The carbonate of soda extracts car-
Ixjnic acid from the bi-carbonato of lime and mag-
nesia, causing them to precipitate and forming bi-car-
bonate of soda. At this point the chemical action is
complete and the bi-carbonatc of soda is no longer
active, but the latter possesses the quality of having
[ the additional carbonic acid driven off by the heat of
I the waters of the boiler, forming again a carbonate of
^.»ia, the same as when originally introduced in the
boiler. In this condition it again acts on the bi-car-
bonates of lime and magnesia, reducing them to car-
bonates and precipitating them. This action ought
theoretically to continue an indefinite numberof times,
but on account of blowing otT and of the presence of other
impurities besides the carbonates of lime and mag-
nesia which absorb some of the carbonate of soda, we
find that practically a given amount of carbonate of
soda will regenerate about four times.
Below is a statement of the amount of water con-
sumed by the passenger engines between Milwaukee
and Madison, and the number of quarts of boiler com-
pound required, assuming as above that the com-
pound regenerates four times.
iij
III
II
tt
Plac
Put in.
Milwiiukee to Madison.
1:^
1,984
3,240
4,160
632
2-48
4
Madison
MilwauU
Madison to Milwaukee.
JS^^^^ :■::.:::
Madison.
With the use of the boiler compound as indicated
in this statement we are able to prevent entirely the
formation of scale in the boiler. One engine on this
run has made 122,000 miles up to October 1st, 1891,
and a careful inspection of the boiler shows that it is
to-day as clean and free from scale as the first week
after having gone into service. At the same time not
one dollar has been spent on its fire-box or for flue
repairs during this period.
Careful attention must be paid to washing out to
prevent the accumulation of the granular precipitate,
which is formed by the use of this boiler compound,
its physical action being to deposit the impurities of
the water in a fine granular condition instead of in
the form of incrustation. This must be removed, and
it is possibly on this point that the use of a great
many boiler compounds have been decided to be fail-
ures. We find that with the engine referred to
above it is necessary to change the water every 600
miles and wash the boiler out every 1,200 miles. In
addition to this, the engineer uses the blow-off cock
when the water gives any decided indications of foam-
ing. The above statement shows the treatment re-
ceived by the locomotive referred to, which has made
122,000 miles, and which, so far as observation is con-
cerned, may make as many more miles before there
is any occasion to do any work on the fire-box or
flues. So far as to what may be the actual expense of
maintaining the fire-box and flues, our information is
incomplete, and this point can only be determined by
subsequent developments; but the above establishes
clearly the fact that, with the water as shown, boilers
can he run for over 122,000 miles, and at the end of
this service, remain in apparently just as good condi-
tion as the day they went into service and without
any expenditure for boiler repairs.
We are now extending systematically the use of this
boiler compound to other divisions, as is shown in the
attached report from E. M. Herr, division master
mechanic. The analyses of all the waters referred to
in this report are not attached, as they would make
the reiKjrt unnecessarily cumbersome, without adding
any additional information.
The boiler compound is applied in the round house,
introducing the total amount required for the run
into the tender, even if water is taken at one or more
I intermediate stations. The practice of placing cans
I on the engines and depending on the engineers to
use the boiler compound as required has not proven
I a satisfactory method of procedure.
The tendency of engines to foam when using this
boiler compound has been a great bugbear with the
engineers, and we are not able at present to speak
positively on this subject. However, the results of
our observations would seem to indicate that the
foaming is not due simply to the presence of the
boiler compound, but is caused by the precipitated
impurities clogging the water.
In Mr. Herr's statement* attached you will notice
that on the run from Chicago to Savanna 18 quarts of
compound are required for freight engines, but that
at present we are only using n quarts. The condition
of these engines is not satisfactory, and we are grad-
ually increasing the amount of compound used. At
present I am not prepared to say whether waters re-
quiring this amount can be treated successfully, but
I am strongly inclined to believe that they can and I
will very likely be able to furnish definite informa-
tion upon this point within a year. After this point
is fully established, we propose to take up some waters
in the west which are much worse than £my shown In
this report, but I think that success in the satisfactory
treatment of these waters by this process is quite
problematical.
It will be noticed from the above that in the hand-
ling of this compound, or in the use of any other com-
pound or device tor preventing incrustation, the de-
tails must be carefully worked out, and that as much
care and attention must be given to this matter as to
any other of the numerous operations on a railroad in
order to reach success. Attention should also be
called to the fact that with the various water supplies
the character of the water frequently changes, thus
necessitating a change in the amount of compound
required. This necessitates a careful watch of the
boilsrs. They should be inspected at every washing
to determine if there is a tendency to the formation
of scale; and, it any tendency of this kind is detected,
the quantity of the compound used should be increased
until the formation of scale is again overcome.
Unless this care and attention is given the matter,
the use of this compound will be at the best inefficient
and possibly useless.
*Mr. Herr's report and a number of letters accompany-
ing it we have been obliged to omit. — [Ed. M.\stek Me-
CDANIC.
The chief fault I find with the master car buildei-s'
standards is, that there are not enough of them. _The
greater number of valuable standards we have, the less
expense and delay we will have in the interchange of cars,
and the repairs per car mile will also be cheapened there-
by. The most of the standards now in general use refer to
the trucks, such, for instance, as wheels, axles, boxes,
wedges, brasses, brake heads and shoes, etc. These great-
ly lessen the amount of material to be kept in stock for
truck repairs, and reduced the labor of the repairs or re-
placement of those parts to a minimum.
1 believe, however, that the whole car should be stand-
ard, and every piece of it should be like that of other cars
of the same capacity— one standard for a car of 40,(KX) lbs.
capacity, one for .iO.OOU, and one for a (',0,0011 lb. car. The
M. C. B. Association should adopt siicli standards, and,
after adoi^tinii, .■;ir'^ .^li.-tuli) ii<- n,-,!,.,-...! tti.- ^:ini.' as we now
doaxles— .M f '•■ .iii.ii.-.! --^.i.' s- , , i,j ^ii is, corner
postswoul.i , . ;i ;. -I ■.,■,,, r . , , in thecar
wouldbosi.il ; ,,,;;,. I. ...1, ., ;;,... i » nuiiiing re-
pairs to bo Hi.tdo ^Lilokiy .ma , li...Lpi\ . liuLslioii niombcrs
of the car frame could then be kept in slock, the railroads
knowing that they would fit any M. C. B. car of a certain
capacity. As it is now, to replace a corner post, we have
to remove the old one and make one just like the one re-
moved. The same is true of other parts of the car; very
few of them are of the same dimensions. To-day we could
have in stock .500 such pieces, and they would not suit more
than one out of .5110 cars ; if the standards I am here advo-
cating were adopted, one piece in stock would suit any car
of the 500.
Our company has recently been equipping one of its pas-
senger depots with steam pipes to heat iiM.lirs siaiidiii^- in
the shed. In order to do this 3atisfaot..iily, tlh> iiipiiiL- m
each track that required steam heat had tn i„ liifH with
five different kinds of steam hose coupling's, as ih.i-.aro
five roads entering the depot, each equipped with steam,
and each road having a coupling different from the othere.
This cost us about $100 OO more than it would had the
couplings of the live roads been the same. These in.stances
illustrate the expense which invariably accompanies a lack
of uniformity.
I)kc'1<:uii|!:r, 1891
THE RAIL^VAY MASTER MECHANIC
The assoefution h:is a standard draw-bar, but about all
that is standard is the contour. Some of these couplers
are bad; none of the knuckles will interchange, and the
mu-'iupHng devices are in the same condition; some are on
the right, some on the left; some raise to disengage the
lock, some push down ; some push in and others pull out.
This is a matter of great importauco in connection with the
coupler, as train and switchmen are generally in a hurry to
uncouple cars, and are unable in every case to know the
right move to make to uncouple, especially in the night. A
steel knuckle costs as much as an ordinary cast iron bar,
and in order to promote the general adoption of the coupler
it is important that they should be interchangeable. I want
to call attention to one fact, which goes to show that there
is nu occasion for such a diversity of couplers and unlock-
ing gears. Of nineteen different kinds of M. C. B. draw-
bar, fourteen of them can be uncoupled with a proper
design of shaft placed across the end of the car and above
the coupler. What we want is a standard type of coupler,
a standard uncoupling device, a standard knuckle, and I
may also add, finally, a standard car.
Defect C'(i rJs.— The use of M. C. B. cards is to facilitate
business and to place the cost of car repairs on the road
that damaged the car, but the way some cards are made out
has caused much annoyance and numerous delays at heavy
interchange points. As an instance in which improper
wording of defect cards caused trouble, I may state that
many insiicctors make out cards reading "Mixed draw-
bars." I think this term should never be used, for this
rea.son: If road A should card a car to road B for mi.\cd
draw-bars lorigiual standard for car being a Potter di-aw-
bar) this car at the time has a Potter bar at one end and a
couHuon single link bar at the other end. This road breaks
the Potter bar, put iu some type of a cast bar that differs
from tlic one already in the car, and delivers it to road C.
This road takes car carded by road A for ''mixed draw-
bars," and later on attempts to deliver to the owners, who
refuse it because it has two wrong draw-bars. Letters pass
through my office almost daily for this cause alone, some of
our connections hunting back to try and get card for a
wrong draw-bar. 1 have instructed our inspectors not to
use "mixed draw-bars," but to make out the card for either
one or two wrong bars.
Another evil is the great variation in the amounts of the
bills for the same kind of work done on the authority fur-
nished by cards. Last month 1 returned a bill of S915, the
card for which read, "One truss rod broken" ; another bill
of $2'3-00 forone sill in flat car; and one bill of 50 hours'
time and one-half gallon of paint, the card for which
read: " One damaged dead block." That bill was cut down
'35 hours. Most all the roads, however, are very fair and
honest in their repairs. The above are only a few cases
to illustrate how some parties -mil take the advantage
where there is no limit of labor on the work done. Last
year, Mr. Lewis, of the C, B. & N. K. R., offered a
resolution in this club establishing the hours of labor to
be charged on various classes of repairs. The president
of the Southern and Southwestern Club, at the meeting
iu Ixjuisville, May '21st, offered a similar resolution.
which w;is adopted. I think this :i -jntiri i.ica and i^
worthy to betaken up again luf^f. iIm ti. \t M. c. B.
convention. Prices of labor i.u, i.. •••■ .,n .,,,.,] on all
work done in cars with the sanii[ ... Mucinrc-
moving wheels, and I think it \\nu:ii j; . i-i ,i~ L'l'ud satis-
A NEW STEAM COUPLER
In Iho accouipanying illustrations we show draw-
in-^ of a now steam coupler for car heating invented
by 1). A. Barnes, now with the Westinghouso Co. at
Suhenuclady. It is without diaphragms, springs or
lover handles, and is exceedingly simple in its con-
struction. It tightens and loosens automatically, and
is claimed to be light under all pressures. It has
been tested under :{00 lbs. water and 100 lbs. steam
pressure with satisfsictory results, and when im-
mersed in water and subjected to a pressure of 150
llw. of air, not a bubble of air escaped. The weight
of the H in. coupling complolo is 7 lbs.
Inoixirating, the two halves are hold in a horizontal
iwsilion, and all that is necessary to do is to insert
the lijffi or tongues of the two rings in the yokes.
1 hoy are then pushed together and drop|)c]. The
latt«r movement causes them to tighten, owing to the
arrangement of the cam surfaces of the rings and
coupling body. A reverse movement of the ])arts
ix;rmits the same to be uncoupled. The arrangement
is sucli that the discs or steam joiut always adjust
thomsolvcs. regardless of the position of the rings
while coupled, and the automatic tightening always
keeps them perfectly faced. There is an adjustment
of .'i-lli in., and when the discs are worn down even
with the face (as never occurs) the hose shank or
nozzle sissumes an angle of !).") deg. In ordinary use
the position is alioul that which the drawing shows.
We understiind the rights to manufacture thisooup-
ling have been secured by the Martin Anti Fire Car
Healing Co., of Dunkirk, N. Y.
B3SIUJ AVS MILLIN3 PLirSN FOR LiTHE3
The boring and milling platen fur use ;u- an at
mont to any gibbed lathe and shown in the ui
panying illustration, is manufactured by C. K.
lock, 13o7-lil Uidgo avenue,
Philadelphia. By its use many
jobs of boring, lacing or milling,
which would ordinarily reqi
a milling machine or boring mill,
can l>o readily done on a lathe
; l)laten is bolted to the Uthc
I'iage as shown, and is raised
lowered by two screws en
closed in cylindrical columns, and
opeialed by a crank handle
When adjusted in height it can
bj clamped flrraly. The platens
are made in two sizes, one 12 in
and the other 2i in. square, and
can be used on lathes from Ki in.
to 3() in. swing. The larger platen
has a vertical motion of 4 in. and
a transverse motion of 20 in. The
whole attachment can be lifted on
or off the lathe by means of an
eye bolt placeJl in the middle of
the platen. Almost any class ot
work can be easily secured to the tabi
to be a most convenient arrangement
The commingler system ot the Consolidated Car
Healing Company is a form of apparatus successfully
used in the heating of passenger coaches
by hot water circulation The extensive use i
of the improved commingler system by the I
the "Baker" or .nli.'i- li.it uai- i i.i.i u :ii .- iv n Mir
expensive addition (if other pipes, riie water licaicr
remains intact so lliat a lire may be started at any
time should it be necessary or desirable to heat the
car whftn otmm is not available.
BORING AND Ml
AT1;N 1-X1R LATHIOS.
It is claimed that the heating capacity of the com-
mingler is several times as great as that
of any " Baker " or other water heater, and
it is capable of heating several cars by a
single water circuit could they be properly
connected together. The ditches of the Whitehall
tunnel on the D. & H. Railway contain over 2,000 feet
of pipe, through which one commingler maintains a
circulation and keeps the ditches free from ice in the
coldest winter weather: and in the Albany Electric
Railway car house there are some very long com-
mingler circulations.
A NEW STKAM COfl'LEU.
THE RAILWAY MASTER MECHANIC.
Dkckmbkk, 18
NEW WORKS or THE BERRY & ORTON COMPANY.
The great capacity of the commingler is due to
the direct action of the steaii upon the water
of circulation, caused by the steam discharg-
ing within the body of the water itself.
The contact of the steam and water takes
place within the pear shaped body of the com-
mingler proper, a sectional view of which is shown
in Fig. 1. The flow of steam is broken into numer-
ous of small jets within a body of quartz pebbles
in such a manner as to silently force the water
through the commingler after imparting to it the
entire heat of the steam. It is claimed that by giving
the proper form and direction to the steam jets
within the commingler a forced as well as a gravity
circulation is readily obtained, and it is the addition
of this feature of forced circulation which enables
the commingler to move the water through such
large cir«uits.
-1-4 Size Section throug
Commingler.
With the commingler the sjstcm of piping is
kept full of watci by the condensation which takes
place within the commingler, and thus water in
the expansion drum is always level with the top of
the overflow pipe.
The Consolidated Company state that five
pounds steam pressure in the train pipe at the
car is suflicient to heat the largest car in
the coldest weather. The small pressure re-
quired for operating this system has eminently
practical value in increasing the life of hose and in
the increased safety and freedom from leakage at the
connections between cars. E-xperiments conducted
last year under the supervision of the New York Cen-
tral R. R. showed that circulation was rapidly estab-
lished by the commingler with one and three-quarters
pounds of steam, and in connection with the Pennsyl-
vania Railroad return system the improved comming-
ler has worked in vacuum *ith only a difference of
two pounds between the supply and return pipe.
The heating apparatus is controlled by only one
valve. No thermostatic trap is used, or any other device
requiring frequent adjustment or liable to get out of
order. No part of the apparatus is placed under the
car where it is liable to freeze. Every part, as will be
seen from Fig. 2, is within the car where it can be
reached while the train is in motion.
With the improved commingler ■ systemQ the
overflow pipe is connected to the air space
within the expansion drum and thus permits
the compressed air to escape as the water of
the circulating system expands. No air pi-essure can
therefore be generated within the circulating pipes,
and this doubtless accounts for the rapid circulation
of water obtained with the improved commingler.
With this system the drain cock can -be
opened and all pipes emptied before the car
is laid up. The car then stands cold and
without any danger to the empty pipes of
the heating system. When the car is again
brought into service, steam is turned into the pipes
through the commingler and the car is at first heated
with direct steam. The drain cocks being closed,
the water of condensation collects in the pipes until
the system is filled with water and circulation auto-
matically takes place. It is thus changed to a hot
water circulating system without the slightest care
or attention on the jiart of the train man having it in
charge.
The New Works of the Berry &. Orton Co.
The Atlantic Works of Philadelphia are better
known to railway men— especially in the west as the
Berry & Orton Co.— owing, we imagine, to the perva-
sive energy of Mr. Orton who has done so much in
recent years to bring the concern to the ff-ont as a
successful competitor for orders from railroads for
wood-working machinery. We illustrate the new works
of this company, which will be occupied and in opera-
tion by the time this paper is issued,
The company and the partnoi'ship which preceded
it had occupied what in the early days was considered
a large shop on Twenty-second street above Arch
since 18(i!). For some time back, it has been obliged
to run day and night and more ample accomodations
at last became an absolute necessity. The new works
are on the north-east corner of Arch and Twenty-
Third streets. The main building is 123x80 ft. and
has five high stories, besides a half basement under
theeastside. There is an "L" Ii8x4.j feet, for black-
smith shop.etc. The floorsare all amply lighted by win-
dows, and will be fully equipped w.ith electric lights
The capacity of the new works will be four times that
of the old shops. The offices are on the east side of
the main building on the firstflo'jrand are very hand-
some and comfortable. The finish of this part of the
Decembee-, 1891
THE RAILWAY MASTER MECHANIC.
building was commilted entirely to the Hai-lun »^
HolUntrswoi-th Co., and the result is worthy of
special commendation. Some of the anishings of
'•quartered" oalc are novel and very satisfactory,
and would give a fine effect in car ornamentation.
The drawing room is on the second llooi- above the
office. The entire building is of brick and the inside
construction is such as to give great strength and
solidity to each floor. Side tracks of two railroads run
into the grounds of the company alongside the rear
of the works, giving perfect facilities for the receipt
and shipment of machines and material.
THE 8KWAI.L STEAM COUPLER.
and Canada and having .S,'J22 passenger cars. The
long and e.\tensive use of this coupler is the best
deuionstralinu of its merits in actual service. The
cuts herewith published show its simplicity of con-
struction. The iiassut;e for steam is practically
straight and thoroughly unobstructed by strainers,
springs, diaphragms, gasket retainers or acute angles
in the passages. All metallic parts of the coupler are
made of lualleablo or wrought iron or steel.
On the coujiler-head are placed a tooth and
space, in proper position to servo the
double purpose of a guide for the inter-
locking devices when being, coupled and also
to retain the coupler heads in proper relation while
uncoupling. The locking features are constructed
u]K)n carefully calculated epicycloidal curves, thereby
drawing the gaskets together in a direct line through
the locking devices and hence gravity tightens the
faces. That the coupler is absolutely automatic in
uncoupling is due to the curvature of the hose nipjilc,
(shown in Fig. 2), the center line of draught
being brought above the center line as soon as the
hose begins to approach a horizontal position.
The gaskets arc composed of peculiarly treated
rubber and have sufficient elasticity, as well as
strength, to form a iHjrfect and durable steam joint.
The gasket is tightly pressed upon the inner face of
the coupler-head by the hose nipple Ixiing foiced
against it and held rigidly in place by studs and nut
• -; ■ .. ' ■ ■ - lily
fhcn occasion requires.
(see Fig. 2).
gasket is readily put in pla
Condcnsarlon Is provided against by insulating the
hose nipple (or steam tube) by a dead air space com-
pletely surrounding the steam tube within the coupler
bead. This is the only steam coupler now in use
which makes any endeavor to insulate the metallic
parts exposed to the atmosphere so to prevent unnec-
essary condensation.
The i)arts of the Sewall coupler are but five— the
coui)ler head, the nipple, the gasket, the studs, the
nuts. It has no need of springs, traps, diaphrams or
movable steam faces to make it effective. It is steam
tight; it hangs below the air coupling: it automatic-
ally uncouples: it couples easily: it is most widely
used: it is not a "cheap" coupling, but it is claimed
nevertheless to be an economical one.
The standard measurements adopted for the appli-
cation of the Sewall coupler throughout the United
States and Canada are given in the following instruc-
tions issued by the Consolidated Car Heating Co.:
Train pipe to terminate on right hand side as one
looks out of the car and at a distance of l.'i in. from
the buffer face. Termination of train pipe to be also
12 in. to the right of the center line of the car and .'12
in. from the top of rail. Hose to be 2.1 In. long. Sup-
iwrt chains from center of eye plat« to center of hook
on standard passenger cars to be 34 in. long. Train
pipe to be of 1} in. pipe, terminating with 1} in.
standard thread 4.'j deg. "L." Offset in train pijie to
be as shown in blue prints. The 45 deg. '"L" to be
screwed on train pipe so as to point slightly toward
center line of car.
The careful observance of these standards has made
possible the present wide interchange of several thou-
sand cars already equipped with the Sewall coupler.
PERSONAL
Mr. Clement F. Street will edit the muchuuicul depart-
ment of the Kaihvay Keview, succeeding Mr. Waldo H.
Marshall, who takes the editorship of the Kailw.vy Masteh
MECU.VX1C. Mr. Street resigns the position of chief
draftsman under Kuporintondeat of Motive i'ower J. N.
Barr, of the Chicago, Milwaukee & St. Paul Kailway to
enter upon his new duties. Ho has had many years of rail-
road experience in various departments and is well equipped
for the responsible position which he has accepted.
The directors of the Grant Locomotive Works have acted
wisely in selecting Mr. William H. Peuner to succeed Mr.
E. T. Jeffery as president of the company. Mr. Fcnner is
thoroughly qualilied to take the helm of this now and largo
enterprise and guide it to full success. For nearly 20 years
he was prominently connected with the Hhodo Island Loco-
motive Works, and in pursuance of his duties became per-
sonally acquainted with a large pro|X)rtion of the managing
and operating railway oflicors of the Uuilcd States. From
ISse to 1S90 he was president of tho Allen Paper Car Wheel
Co., and has since been the New York agent of the Otis
Steel Co. Mr. Fenner has now a splendid opportunity to
make a lasting recoi-d in the development of the great plant
in Chicago which the Grant Locomotive Works now has
under way. His legions of personal and business friends
believe that he will bring tliis enterprise to a great and
permanent success.
Mr. Chiu-les E. Gore died on Tuesday morning, Novem-
ber 10, £t Lafayette, Ind. Had he lived until December 30
he would have reached his 57th year. Mr. Gore was horn
in the state of New York, and soon after his marriage in
1S59 moved to Michigan City, Ind., and assumed charge of
the machine shopsof the Louisville, New Albany & Chicago
llailroad at that place. Four years later he removed to
New Albany, and was employed by the same road and in
the same capacity for four years. In 1S«S he moved to
Lafayette, Ind., and became connected with tlie Cleveland,
Cincinnati, Chicago &. St. Louis Railroad. Soon after this,
however, the Lafayette Car Works began operations, and
Mr. Gore was made superintendent, which position he held
until about four years ago, when he became connected with
the Indianapolis Car & Manufacturing Co. This latter
position he hLld for about two years, and was then forced
to give up active work on account of becoming entirely
deaf. The deceased was also an old member of the Master
Mechanics' and Master Car Build
SUPPLY TRADE NOTES.
—Messrs. Watsou & Stilhnan have added to their list a new
size hydraulic jack of 30 tons capacity, 37 inches high over
all and having a raise of 23 inches. It is made with a broad
steel base, and is specially designed for lifting palace cai-s.
—The Sterling Emery Wheel Co. announces that its new-
factory at Tiffin, O., replacing the one destroyed by fii'c last
March, is now completed and in operation, and orders
should bo addressed to that place. The new budding is
much larger than the old one, and its an-angements permit
a much larger output than was possible with the old one.
A complete line of emery grinding machinery will be kept
in stock. The shipping facilities at TifHn arc all that is de-
sirable.
—The Huyett & Smith Manufacturing Co., Detroit,
Mich., has issued a little folder, envelope size with several
two page cuts of large buildings which are equipped with
the Huyett & Smith apparatus for heating and ventilating.
The partial list given of those who have adopted this sys-
tem embraces many large and well known public buildings,
manufacturing establishments, not only in western cities,
but as far cast as Boston, Mass.
—It is said- that there was more than the usual "merry
war" over the gi-ain or inside doors for the 2,.">00 C, B. &
(J. cars recently ordered. The McGuire Mfg. Co., of Chi-
cago, has been finally successful and will furnish 10,000
McGuire doors to fill the order.
—The case of Pettibone. Mulliken & Co. et al against
Arthur L. Stanford, in which the complainants sought to
enjoin the defendant from manufacturing what is known
iis the new Stanford track jack on the ground of infringe-
ment has been decided by Judge Grcsham in favor of the
defendant. The case has been in the courts a long time,
and a different decision would have made a great many
railroad companies which use the new Stanford jack liable
in damages. The finding of the court sustains tho position
taktn by the Western Railroad Association when it passed
on the validity of tho Stanford patent.
—The McLcod Car Heating & Ventilating Co., 13.V127
Worth street. New York, had an exhibit at the recent
American Institute fair in that city. Lengthy descriptions
of the apparatus were published in some of the leading
morning dailies with expressions of approval. The air
pump designed by Mr. McLeod for his hot air car heating
system is claimed to be remarkably efficient and eco-
-If the Aja.x Metal Cu. sliuuld i-l]aiit.-r tljc name of its
beslknowu product 1.-, -A ,,v i,, ■ M,v,, \1 in utu" metal
it would not be ui' \ ^^ lection of
journal bearings for , i i, i ho roads,
oneaftcr another, ai. , m,,-|. ,,,;_; ,,, : i ,,, i , ,ai!,ungor ser-
vice, is a matter of 11..- utinusi uiipurlaucc. A hot journal
every day or two will ruiu any time-table. So far the Ajax
takes the lead as a journal bearing metal for the passenger
trains which make runs of the highest and longest sus-
tained speed. The locomotive and cars which not long
ago made the run over the New York Conu-al & Hudson
River Railroad from New York to East Buffalo, 430 miles,
in 43'JJ< miuutes, had Ajax metal journal bearings. The
same is true of the Empire State Express, which runs daily
over the same route in S'A) minutes. The locojiotives and
cars of the "Royal Blue" trains, of which those who travel
between New York and Wa.shinglon .s|i ,,;, v, ;il, s,,, i, ;,,,.
proval, have "Ajax" in truck and ili;,. a : m
the fastest run ever recorded in the iM.: i.s,-
denl McLeod's special train on the Phil.i.s i|iii ,i .v K. ,i dh;;
—in which a speed of a mile in 3'.) 4-5 sei-ond.s is .said to have
been attained, the journals of locomotive and care revolved
on Ajax metal.
—From the office of the Sterling Emery Wheel Co., 174
Fulton street. New York, comes a match safe of original
design and excellent features. Behind tho flat plate which
rises from the holder proper is a large pocket which will
hold quite a stock of matches and from which they feed by
their own weight into the holder. On the front of the
plate and looking like tho old moon in the
new- moon's arms, is a handsome emery wheel
3 in. in diameter. It wiU bring the fire out of
beauty s|>ol
—A visit to the works of the Chapman Valve Company
at Indian Orchard, Mass., is of much interest to those who
like to see thoroughly equipped and well managed shops
and high class work. The magnitude of these works is a
surprise and it is interesting to note the indications of the
successive enlargements which have been made as the do.
mand for "Chapman valves" has increased. The concern
for many years has been under the management of Mr.
Jason Giles, who is a thorough mechanic and who has been
very successful in reducing the cost of production and at
the same time keeping up a very high standard of work.
The machine tools are from the best makers and every
appliance for securing -accuracy of finish and uniformity in
all parts is in use. It is a pleasure to see the kind of work
done in these shops.
— Improvements of the Fontaine safety signal have been
perfected and recently tested on the Michigan Central.
The signal is now operated by the depression of the rail
itself under the weight of the locomotive instead of by a
lever depressed by the wheels of the train. With this im-
provement the signal cannot be worked by the pa.ssago of
a hand car as was formerly the case. By elevating the
track one-fourth of an inch enough motion is obtained by
the "give" of the rad under a locomotive to operate tho
lever which actuates the clock mechanism. Tho offices
of the Fontaine Safety Signal Company are in the Newberry
building, Detroit. Its officers arc Joseph Taylor,president;
John D. Norton, first vice president; Daniel R. Shaw-,
second vice president; W. K. Anderson, treasurer; Carlton
A. Beardsley, secretary; Eugene Fontaine, mechanical en-
gineer.
—At a recent quarterly meetingof the Springfield Emery
Wheel Manufaiauring Company, Bridgeport, Conn.,
Mr. G. W. Jackman, who became secretary and
treasurer of the company w-hen it w-as reor-
ganized some two years ago, was elected general
manager. This company occupies one of the best manufac-
turing buildings in New England and is thoroughly equip-
ped for large production. Mr. Jackman, under whose
supervision the new works were built, is a man of great
energy :md his management of the works will,it is believed,
enable the concern to hold the position which it has already
won and advance still further along the lines
of high reputation and success. The size of
the buildings and the convenience of all their
internal arrangements will enable the company to
increase its production to any extent which the demand
w-arrants. Its car wheel grinding machine is meeting w-ith
much approval in railroad shops and its special machines
are cheapening the cost of production in manufactories al,
over the country.
—The works of the Pittsburgh Malleable Iron Co. may
not be very handsome to look at, but they answ-er the pur-
pose, and are turning out a large daily product of excel-
lent malleable iron castings. Mr. FranH Moore, who for
several years was with tho Westinghouse Air Brake Co. is
the manager of these works, and is, apparently, laying the
foundations of a large success. The business has been
prosperous fi*om the start, under his management, and
enlargement has become inevitable. Much of the malle-
able iron work of the Westinghouse Co. done at these
THE RAIL^VAY MASTER MECHANIC.
Deoember, 1891
works, and the custing of spring platos has become quite
an iuiiwrtant line. Malleable iron spring plaUis, by the
way, seem to be holding their own, as against pressed
steel plates, with considerable success.
— Probjibly the largest order ever made for railway ear
seats was that recently taken by the Hale & Kilburn
Manufacturing Co., of Philadelphia. This order covered
the seats for 375 cars of the Third avenue cable road,
New York City. Of these cars 175 are to be equipped
with the latest design of the Hale & Kilburn reversible
car seat, making 4,"20<> seats of this style. The remaining
•200 cars are to be furnished with rattan seats along the
sides. This order brings the total sales of Hale & Kil-
burn reversible car seats up to 51,000.
—The American Steel WTieel Co. has bought a tract of
land and will erect large works on the Central Railroad of
New Jersey between WestBeld and Crawford, N. J. The
building will be 500 ft. long.
—The Hopkins Journal Bearing Co. recently made a cast-
ing for the condenser of a'sugar manufacturing plant in
Cuba which has a diameter of eight feet nine inches, is X
nch thick and weighs 1,2.% lbs. It has 1,070 two and one-
half inch holes which were cast in. This company has been
over-crowded ivith work all the fall, and needs larger
shops and more of them.
—Messrs. Queen & Co., Philadelphia, are obliged to seek
more commodious quarters for their business and will
soon occupy No. lUlO Chestnut street. It is safe to predict \
that when they are fully settled in their building their
display will surpiiss any other in the same lines in the [
United States. This, for years, has been a growing house
and it has come to be a giant.
—The freight car roofing of the Lee Composite Manufac-
turing Co. is meeting with more favor than is usually
accorded to new articles in the railway supply field. This
roofing is composed of strong twilled muslin— or drilling
almost as heavy as sail cloth— coated on both sides with
genuine asphalt, and finished with a coating of the slag of
silver ores, reduced to a suitable fineness. The asphalt is,
as is well known, practically indestructible by weather or
wear. The coating of the clotB and the application of the
slag are accomplished by special machinery and the pre-
pared fabric will neither peel nor crack. As applied to
freight cars, it is at once the lightest and least expensive
roof made. The paints made by this company, in which
asphalt and powdered silver ore slag are the chief ingredi-
ents, are giving much satisfaction as a covering for metallic
passenger car and other roofs. These paints seem to be
absolutely unaffected in quality and color by exposure to
summer or winter weather.
— The supplementary catalogue recently issued by the
W. S. HUl Electric Co., 54 Devonshirfe street, Boston, of
which Geo. H. Poor is general manager, is a noticeably
tasteful specimen of printing.
—The Lukens Steel & Iron Co., Coatesville, Pa., is erect-
ing a plant for the manufacture of open hearth steel. The
fuel gas plant is alread j completed and two open hearth
furnaces will soon be in operation. The first boiler plate
manufactured in the United States was made, it is claimed,
at these works, and at present wider plates of steel are
rolled in its mills than can be produced elsewhere in the
country. It is the purpose of the management to turn out
boiler st«el of the very highest quality.
—Catalogue "A" issued by 1*. PryibU, 512 to 534 West 41st
street, New York, contains illustrations of several heavy
tools and a large number of the lighter machines and de-
vices, standard and special, which are essential to the full
equipment of a wood-working shop. Many of thes^ ma-
chines are notably compact in design. The illustiati ns
arc of the very best, and the indexing of the catalogue is
all that could be desired. The whole '-gel up" of the cat-
wiiii .->uuie one who kuows how to make fii-st-class wood-
working equipment and how to illustrate and describe it.
Mr. PryibU has also published cat;iloguc "B" of machinery
for brass, ivory, horn, etc., and catalogue "C" of shafting,
pulleys, hangers, etc.
OFFICIAL RAIL^ATAY LIST.
Changes for the month of Hovember, 1891.
Ati.ant.4 & West Poixt ani. Westkkx li. <te Al.»-
HAMA. — A. Rowland appointed master car builder, head-
quarters at Montgomery, Ala.
Boston- & Maine.— M. P. McLaughlin appointed fore-
man of Boston shops, to succeed Chas. H. Wiggin, pro-
moted to master mechanic of Concord division.
Chicago & Eastekx Illixois.— Thos. Anderson, mast«r
car builder, resigned: C. H. Rockwell appointed general
superintendent ; W. H. Miller succeeds Frank Bruce as
general master mechanic.
-C. C. Rev
lartoi-sat
Floki
Foit
olds appointed assistant
iintington, Ind.
. Tor,EDo.-C. H. Rock-
;u'iicd; S. S. Stiffey suc-
F. Kredell appointed
^ at Chester, Va.
>i: — M. J. Rogers, super-
AGO & St. Locis.— W. J. Itobertson
J. M. Daly, resigned.
NdKTUEitx Pacific— C. S. Biehler appointed division
engineer with headquarters at Taconia, succeeding M. H.
Bedolf, resigned.
Olp Colony. — C. A. McAlpine appointed division super-
intendent with headquarters at Framingham, Mass.
OwENsiioiio, Falls of Rough & Gkeen Riveh.— Reor-
ganized with M. V. Monarch, president; M. B. Mann of
Belleville. Ind., Wce-prcsideut and general manager; and
S. M. Deane, secretary.
Peohia & Pekis Union.— C. E. Schaff succeeds M.
Mounts as general superintendent, with headquarters at
Peoria, 111,
Pennsylvania Raw
oral foreman of shnps
-Cha
N. G. Sandford, Groveton, Pa.
St. Louis & HANNinAL.— Geo
ger, resigned, and office of gen
Cross api)ointe<l gen
• appointed
appointed
■ Driggs.
:,).-U. H. Conk
WoKTii & niNvEi! (Ill -i). B. Keller appointed
general freight and passenger aifent, vice W. V. Newliii,
resigned, headquarters Ft. Worth, Tex.
Gbanii TiirNK.- Thos. Armitage, foreman of locomotive
department at London, Ont., deceased.
Green Bav, Winona & St. Paul.— F. B. Seymour pro- :
moted to superintendent with headquarters at Green Bay, I
Gulf, Colorado & Santa Fe.— James McDonough made
assistant master mechanic at Galveston, Tex. ; Jas. Brady,
division master mechanic at Galveston, transfeiTed to
Temple. Tex. Joseph Billingham appointed master me-
chanic, vice C. F. Ward, headquarters at Galveston, Tex.
Ii.LiNnis Central.— E. G. Russell, division superinten-
dent, promoted to superintendent of transportation: posi-
tion of superintendent of car service abolished and duties
assumed by E. G. Russell, superintendent of transporta-
tion ; J. W Seymour succeeds Mr. Russell as superinten-
dent of the Wisconsin division; T. P. Bellows appointed di-
vision superintendent, headquarters at New Orleans, vice
Jno. M. •rm-ie r, !■, -,e '.
KE^\ \i I , 1 A: Western.— Opened for busi-
ness on. \. 1 ire .as follows: W. J. Abrams,
president.^ \\ I ii,ii[i| 1. general manager; C. B. Sey-
mour, suiHi.inei.aei.;, J. B. Last, general freight agent ;
headquarters Creen Bay, Wis.
Lake Erie & Western.- O. W. Bell, master of trans-
portation, made diA-ision supei-intendent, with headquarters
at Lima, O. : W. D. Winans appointed assistant general
freight agent, with headquarters at Alliance, Ohio.
Mexican Central.— J. S. Turne
cbanic of the third divisi
h;iy;!;^nii
Mex
operated, Colima division ; .Ml.
enger cars, 0; miscellaneous ca
follows: President, Wm. J. Pa:
Walter Hiuehman, New Yort
City of Mexico: representativ
Co\imZ'M '■'""'', ''"'-. "i)evl,,','
Mex. /..I- ■•. . - • - , \
assist:ini
freight .
pass-
tor, Henrv P. Webb,
les Sullivan, City of
, Arthur P. Herbert,
s. De Giess, Colima,
■rated, 30. Superin-
\V. Allen appointed
ed master mechai
rs at Paducah, Ky
EASY TO REACH mANITOC.
A Pullman car now runs from Chicago to Manitoii
Springs without change via the Santa Fe route. .It
passes through Kansas City, Pueblo and Colm-ado
Springs. It leaves Dearborn station on the Denver
limited at six o'clock and reaches Manitou at half
past eight the second morning. No other line can
offer this accommodation. You must change cars on
any other line.
Pullman Palace Cars are run by the Santa Pc route
without change from Chicago to Las Vegas Hoi
Springs, Denver, Colorado Springs, Pueblo, Manitou
and many other Rockj Mountain summer resorts to
which excursion tickets are being sold at 212 Clark
street.
To Denver via
Leave Chicago
and arrive Denvi
Sleepers, Chair l
the East conneit
via Burlington Ki
M., St. Louis at ~
SOUP, M. All li
rliii:>tc
-Only One Niglit
Hydraulic Tools for Railroad Work.
204, 205. 20B A 210 43d Street, ITE-W TORE.
SEMD FOB CIRCULARS-
l.V>K PINPRESS.
BRO.\D BASE.
^mm
'»■■
*--
> 1
^^^^^^■B
1
^1
^
-^:!
.^%'«-.v-
Live Music Archive
Librivox Free Audio
Metropolitan Museum
Cleveland Museum of Art
Internet Arcade
Console Living Room
Books to Borrow
Open Library
TV News
Understanding 9/11