^Q

..^^^^''

,0%o

>^\>^'

s^K«^

iiiliiHimiWiiiipnwiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiw

The Journal of

TheAmericmSociety

OF

MechanicalEngineers

Including the Transactions of the Society

July- i914

liiniiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiniiiiiiiiiiiiiiii^ iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiHiin^

A HIGH STANDARD OF MEMBERSHIP

npHE VALUE of membership in any organization may be judged
-■■ by its requirements for admission to membership. The Society
is constantly striving to advance the engineering profession and to
include among its members only those having the ver^' highest
qualifications.

At the Spring Meeting several changes in the requirements for
admission became effective which should prove an incentive to all
engineers to cooperate with the Society and which will enhance the
value of membership to those already enrolled.

The requirements for the various grades are now as follows:

A Member shall be an Engineer or Teacher of Applied Science of thirty-
two years of age, or over, and shall have been in the active practice of bis pro-
fession for at least ten years and in responsible charge of important work for
five years, and shall be qualified to design as well as to direct engineering work.
Fulfilling the duties of a Professor of Engfneering who is in charge of a depart-
ment in a college or school of accepted standing shall be taken as an equivalent
to an equal number of years of active i)ractice. Graduation from a school of
engineering of recognized standing shall be considered as equivalent to two
years of active practice.

An Associate shall be thirty years of age or over. He need not be an
Engineer, but must have been so connected with some Branch of Engineering
or science, or the arts, or industries, that the Council will consider him qualified
to cooperate with Engineers in the advancement of professional knowledge.

An Associate-Member shall be a professional engineer not less than twenty-
seven years of age, who shall have been in the active practice of his profession
for at least six years, and who shall have had responsible charge of work as
principal or assistant for at least one year. Graduation from a school of engineer-
ing of recognized reputation shaU he considered as equivalent to two years'
active practice.

A Junior shall be twenty-one years of age or over. He must have had
such engineering experience as will enable him to fill a subordinate position in
engineering work, or he must be a graduate of an engineering school.

The Member grade is now more strict in its requirements than
that of any other engineering society in America and the Associate-
Member grade is one of dignity and is a professional grade inter-
mediate between the Junior and Member grades.

The Associate is non- professional and is intended to provide
opportunity for executive officers of industrial enterprises and others
who because of their association with engineers desire to cooperate
with the Society in the advancement of professional knowledge.

A brochure has been issued for distribution to those who desire
complete information regarding the work of the Society.

Total Membership of the Society, June 20, 1914 56S9

New Members since January 1, 1914 41^

THE JOURNAL OF

THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS

(Including Transactions)
Volume 3() JULY 1914 Number 7

CONTENTS

Society Affairs

Spring Meeting (III). Council Notes (IV). Meetings of tiie Year (IV). International Engineering Congress,
1915 (V). Applications for Membership (V).

PAGE PAGE

Tkaxsactioxs Section ^^.^^^^^^ ^ ^ ^^_.^,^^,jj 267

Boston Symposium on Selective Package and Electrical Equipnimt, F. D. Hall 268

Pneumatic Conveyors

Heview Section
Conveyors of the Selective Type, W. O. Hil-

, ^, oo- .Foreign Review and Review of the Proceed-

dreth 2.5 / '^

ings of Engineering Societies 0137

Society and Library Affairs

Personals LI

Student Branches LI

Pneumatic Conveyors, F. B. Williams 244

Machinery for Handling Small Packages, . . .
S. L. Haines 250

The Power Problem in the Electrolj'tic Deposi-
tion of Aletals, H. E. Longwell 254 Employment Bulletin LII

Notes on the Flow of Oil in Pipes, E. I. Dyer. . 258

Periodicals Wanted LI V

Accessions to the Library LV

Present Tendencies in Railroad Work

The Modern Locomotive, Henry Bartlett. ^ ^ 265 Officers and Committees LVII

PUBLISHED monthly BY

The American Society of Mechanical Engineers

29 West Thirty-niuth Street, New York

Price 3.5 Cents a Copy, $3.00 a Year; to Members and .\i.'filiates, 25 Cents a Copy, S2.00 a Year Postage to
C.\N.iDA, 50 Cents Additional; to Foreign Countries, $L00 Additional

C 55. The Society as a body is not responsible for the statements of facts or opinions advanced in papers or discussions.

Entered as second-clasa m;itter. J:iiiu:iry 4, 1912. at the Postofllce. New York, N. Y.. under the act o( March 3, 1879

ANNUAL MEETING IN DECEMBER 1914

THE Annual Meeting of the Society will l)e held in New York
December 1-4. The feature of the meeting will be a session
extending throughout the day on Thursday, December 3, on the
general subject of the Engineer in Public Service, taking up also
problems in municipal engineering which are of interest to the
mechanical engineer. It is planned to have a session on Aviation,
one devoted to Engineering Metals, jiarticularly Steels of Construc-
tion and for Tools; Cast Irons; and Alloys of Copper, Tin and
Aluminum, etc. The sub-committees on Railroads and Machine
Shop Practice are planning for sessions and there will imdoubtedly
be groups of papers given under the direction of other committees,
besides one or two sessions at which miscellaneous papers will be
read. It is urged that all papers for the Annual Meeting he sent to tlie
Secretary not later than September 1, and that those who contemplate con-
trihnting papers notify the Secretarj/ iti advance of this date if possible.

THE JOURNAL OF

THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS

(Including Transactions)

Volume 36

July 1914

Number 7

THE SPRING MEETING

Those in attfiidance at the Spring Meeting at St.
Paul-Minneapolis expressed great satisfaetiou at the
reception which the Society received and were enthu-
siastic at the results achieved through The untiring
efforts of the Local Committee, Max Toltz, chairman.
The eutire convention not only afforded much pleasure
to the visitors but was of real value to the profession.
The meeting comes to a close as this number of The
Journal is going to press and the various events will
be refei'red to in a subsequent issue.

The registration started on Tuesday afternoou, June
16, a large party of the members from the East arriv-
ing on the special train at 4 o'clock. On Tuesday
evening there was a reception and addresses of wel-
come were delivered by Governor A. 0. Eberhardt,
representatives of the Chamber of Commerce, and the
Mayor of St. Paul, the evening closing with dancing
and refreshments.

At the Wednesday morning l)usiness meeting the
overshadowing event was the discussion upon the sub-
ject of Boiler Specifications. A tentative draft of the
Committee's recommendations had been printed so
that its work might be checked up and revised before
the report is submitted for general discussion. There
had been a meeting at Chicago on Monday, attended
by representatives of the Association of Steel Manu-
facturers, the Association of Tubular Boiler i\Ianufac-
turers, and the Boiler Specifications Committee of the
Society, at which there was discussion with regard to
the steel specifications ; this diseiission was continued
at the opening session on Wednesday morning. The
result was a resolution calling for a public hearing to
be held in the rooms of the Society in New York on
September 15, 1914, to which all interests would be
invited and that those desiring to participate in this
hearing should submit their criticisms and suggestions
in writing prior to August 10. At this session also the
revised report of the Flange Committee was received
and the Committee discharged with the thanks and
appreciation of the Council.

Following the business meeting was a discussion of

tlie papers on Powdered Fuel, which were well re-
ceived. The subject is a timely one, and besides the
written discussion there was a considerable amount
of opinion conti-ibuted from the floor. The second ses-
sion in the afternoon was, as would be expected, not
so largely attended, although the papers drew out a
fair amount of discussion. In the evening the lecture
on Ore Handling, by John Hearding, superintendent
of the Oliver Iron Mining Company, Duluth, was a
great success and was attended by an audience of 300.
A number of reels of films were run off by Mr. Heard-
ing and described by him in a most interesting man-
ner. He showed all phases of iron mining work on
the Mesaba Range from the rough mining methods in
the pit up to the shipping of the ore and its chemical
analysis.

On Thursday the visiting members were conducted
on special cars to the University of Minnesota build-
ings, where the concluding professional session was
held. Fred B. Snyder, Senator and member of the
Board of Regents of the University, made an opening
address, and Prof. II. T. Eddy of the faculty also ad-
dressed the meeting. The Engineering Developments
of the Northwest were treated in the three papers pre-
sented, which had been secured by the Local Commit-
tee. These brought out some discussion, although the
large number of excursions in progress at the same
time limited the attendance. A luncheon was given at
noon in the Experimental Engineering Building, 250
sitting down to the tables. A resolution of thanks to
the Local Committee and to all who had contributed so
greatly to the success of the meeting was read at its
conclusion.

Immediately after luncheon the members and guests
went by special train to the residence of Mr. Cjebhard
Bohn on Lake ]\Iinnetonka, being met at the station
by launches and conducted to the Bohn residence.
Here an elaborate program, including daylight fire-
works, dancing, and entertainment by a cartoonist and
other professional performei-s, had been provided.
Much amusement was afforded bv caricatures of tlie

III

IV

SOCIETY AFFAIRS

members of the Couiieil pri'seiit as well as of the loeal
eelebritics. Tea was served about G o'eloek, followed
by daueiiig.

After the close of the eonveution on Friday, about
forty members availed themselves of the splendid in-
vitation extended by the members of the Society in
Duluth to visit that city. T. W. Hugo eame to the
convention j)ersonally to urge the membei's to accept
their hospitality. Upon the arrival of the visitors at
7.30 they wej'e taken on a trip ai'ound the harbor and
on .Satui'day morning were given an opportunity to
view the large ore-handling apparatus of the city.

COUNCIL NOTES

At the meeting of tile Council held in St. Paul on
•June 16, the report of tlie Committee on Flanges was
receiveil, and at their request the Committee was dis-
charged, and the Council spread upon its minutes its
appreciation of the splendid work which has been per-
formed by the Committee, especially its chairman,
II. C. Stott.

It was voted to amend Hy-Law 2 as follows:
Applications for membership from candidates who may
be so situated as not to be personally known to the neces-
sary number of members of the Society, as required in Para-
graphs 1 and 2, may be recommended by tlie Membership
Conmiittee for ballot, after sufficient evidence has been se-
cured to show that in its opinion the ajiplicant is worthy
of admission to membership. Such applicant for member-
ship may refer to officers or voting members of other engi-
rieering societies of like standing.

The formation of a .Student Hranch at Worcester
Polytechnic Institute was approved.

Numerous requests were received by the Council
from national organizations for opportunity for con-
ference with regard to Boiler Specifications, and a
public hearing was ordered for September 15 in the
rooms of the Society, when all bodies interested in the
development of a boiler code were coidially invited to
be present and participate in the preparation of the
code.

Several communications received from members of
the Society were read in full to the Council, urging
that the bound volume of Transactions be issued as
usual, bei'au.se of its being highly prized by the mem-
bei'ship, although they have promptly received all the
luatrrial and more in the monthly issues of The Jour-
nal. The Council considered these requests favorably
and will eonnuunicate with the members of the Society
later regarding them. The Council would state that
The Journal is self-supi)orting and under no expense
to the Society, and is therefore not subject to di.scus-
sion, as the members" dues in no way contribute to-
wai-ds it. The continuance of Transactions means
that other activities of tlie Society which the Council
had considered of more value to the membership than
the duplicate pul)lieatiou in Transactions will, of
course, have to be abandoned.

The matter of issuance of advance copies of papers
to be read at conventions was discussed, and notwith-
standing the fact that out of the entire membei-ship
only six requests for advance copies of papers had been
received, the Council voted that hereafter a reply
postal, or its equivalent, would be mailed to every
member of the Society so that there could be no possi-
ble opportunity for criticism because of the failure
of any member to receive gratis copies of eveiy paper
that he actually needs previous to any meeting of the
Society.

Calvin W. Rice, Secretary.

MEETINGS OF THE YEAR

With the close of the spring meeting at St. Paul
and Minneapolis and the holding of the last monthly-
meeting of the season on June 3 in St. Louis, the 1913-
1914 season ends for the meetings of the Society. Since
the opening of the Society year last October, 54 meet-
ings have been held in 14 different cities, besides the
annual and spring meetings in New York and St. Paul-
Minneapolis respectively. This is a substantial in-
crease over any previous year, and when it is realized
that as recently as 1907 the only local meetings were
the six New York meetings occuring during the winter
months, it can be seen how much greater is the present
opportunity for the membershii) to get together.

In general the local meetings have been well at-
tended and many papers of extraordinary interest
have been presented. Everywhere the spirit of cooper-
ation has been predominant since nearly one-half of
all the meetings throughout the coiintrv have been
joint sessions with other societies. In a number of
cases the usual procedure has been varied by some
exceptional undertaking as, for instance, at Worces-
ter, an afternoon and evening convention held by the
Boston members in cooperation w'ith the local members
at Worcester; or at New York, where one of the most
important meetings of the year was in connection with
the Sub-Committee on Railroads, with a paper on the
famous Pennsylvania Railroad air brake tests; or at
New Haven, where regularly quarterly conventions
are held.

During the past year meetings have been begun at
Atlanta, Buffalo, Milwaukee and at St. Paul and
ilinneapolis. At Atlanta, the membershii:) is small, but
the members are working enthusiasticall.y to increase
the interest in the Society and one joint meeting with
other engineering organizations has been held. At
Butfalo and Milwaukee some work of organization had
been done previous to the present year when the meet-
ings have at last become a regular feature. At Buffalo
there have been four meetings, the first of which was
addressed by President Ilartness, and at Milwaukee
an excellent general organization has been effected
known as the Engineers Society of Milwaukee, com-
prising representatives of five engineering societies
with a Board of Managers. Four meetings have taken

SOCIETY AFFAIRS

place, at oue of wliicli there were afternoon and even-
ing sessions. At St. Paul and Minneapolis there have
been thrt'e meetings held alternately in these two cities
under the direction of the Minnesota Committee, be-
sides the special session at the Spring Meeting when
papers upon local engineering subjects were given,
arranged by the Local Committee.

It is altogetlier probable that other cities will join
the ranks of those holding Society meetings from year
to year, emphasizing more and more the national char-
acter of the Society and incidentally making an in-
creasing return to the membership as a result of this
increasing service to the profession.

INTERNATIONAL ENGINEERING
CONGRESS, 1915

The attention of the engineers of the world is being
moi"e and more drawn to the program of the Inter-
national Engineering Congress which is to be held in
San Francisco, California, in 1915. The interest which
has been aroused in foi'eign countries is shown by the
fact that at the present time there have been received
enrollments and subsci'iptions from 42 such countries.
It is furthermore to be noted that of the present total
enrollment, approximately 25 per cent is from coun-
tries other than the United States. The number of
subscriptions from the members of the five national
engineering societies of the United States under whose
auspices and control the Congress is being held is,
however, not so gratifying. The percentage of the
total membership of these five societies represented
by the subscription list is only 3.7, and this, although
each individual member of these societies has received
circular information and data concerning the Congress
and has been urged to send in his subscription
promptly.

It is probable that this is largely due to the fact that
the date of the Congress is still somewhat in the future,
and also to the tendency of the individual to procrasti-
nate. This, to a considerable degree, handicaps the
work of the Committee on Management, and it is ex-
tremely desirable that as many as possible who intend
to subscribe should do so at an early date.

The list of topics to be treated in the Section on
Mechanical Engineering gives a very good idea of the
character of the publications which it is intended to
issue and the topics which will be presented and dis-
cussed at the meeting. These are as follows :

(1) Recent progri-ess and present status of foundry prac-

tice, and casting metals

(2) Recent progress and present status of the art of

forging

(3) Equipment processes, and methods for the boiler-shop

(4) Machine-shop equipment, methods, and processes

(5) Automatics

(6) Special processes for shaping and forming metals

(7) Higli temperature flames in metal-working

(8) Industrial uiaiiaijcment

(9) Safety engineering

(10) Industrial Museums as an educational factor

(11) The steam-engine of the year 1915

(12) The steam-turijine of the year 1915

(13) The intenial-comliustion engine of the year 1915

(14) Motors of the Diesel type

(15) The Humphreys gas pump

(16) The steam boiler of the year 1915

(17) Refrigeration

(18) Pneumatics

(19) Lubrication and lubricants

(20) Water wheels of pressure type

(21) Water wheels of impulse type

(22) Hydraulic power developments and use

(23) Power-plant design

(24) Motor vehicles, passenger type

(25) Motor vehicles, utility type

(26) Motor tractors

Many of these topics will be treated as symposiums
with contributions representing the practice in more
than one country.

The various sections outlined for the work of the
Congress and the volumes to be issued are as foUows :

Vol. I The Panama Canal

Vol. II Waterways and Irrigation

Vol. Ill Municipal Engineering

Vol. IV Railways and Railway Engineering

Vol. V Materials of Engineering Construction

Vol. VI Mechanical Engineering

Vol. VII Electrical and Mechanical Engineering

Vol. VIII Mining Engineering and Metallurgy

Vol. IX Naval Ai'chitecture and Marine Engineering

Vol. X Military Engineering, and Miscellaneous

It will be noted that the proceedings of the Section
on Mechanical Engineering will be published in Vol.
VI, with some of the papers falling into Vol. VII. It
is also noted that Vol. X wall consist only in part of
Military Engineering and wiU also contain papers on
miscellaneous topics which are not definitely associated
with any of the various sections.

Full information concerning the Congress may be
obtained by addressing the Committee of Management
as follows :

International Engineering Congress, 1915,
Foxcroft Building, San Fi-ancisco, Cal.

APPLICATIONS FOR MEMBERSHIP

Members are I'equested to scrutinize with the utmost
care the following list of candidates who have filed ap-
plications for membership in the Society. These are
sub-divided according to the grades for which their
age would qualify them and not with regard to pro-
fessional qualifications, i.e., the age of those under the
first heading would place them under either Member,
Associate or Associate-Member, those in the next class
under Associate-Member or Junior, while those in the
tliird class are qualified for Junior grade only. The
Membership Committee, and in turn the Council, urge

VI

SOCIETY AFFAIRS

the members to assume their share of the responsibility
of receiving these caiulidates into the membeivsliip by
advising the Secretary promptly of anyone whose eligi-
bility- for membership is in any way questioned. Mem-
bers will be furnished with complete records of any
candidate thus questioned. All correspondence in re-
gard to sucli matters is strictly confidential and is solely
for the good of the Society, which it is the duty of
every_ member to promote. These candidates will be
balloted upon by the C'ouiicil uidess objection is re-
ceived before August 10, 1914.

CoTTRKLL, Joseph F., 2nd Lieut., Coast Artillery Corps,
U. S. A., ("orregidor Island, P. 1.

Davis, Koydex X., Mech. Engr., The Peoples Gas Lt. & Coke
Co., also Cons. Engr., Indiana Gas & Oil Co., Chi-
cago, 111.

lloiiST, AxTON E., 8eev. & Treas., Henry W. Ilorst Co.,
Kock Island, 111.

M.^xx, Howard L., I'"'actory Mgr., Chicago Pneumatic Tool
Co., Chicago Heights, 111.

MoKCAX, Edward J., Engr., Alberger Pump & Condenser
Co., Chicago, 111.

Staniar, Wii., Special Mech. Engr., E. I. du Pont de
Nemours Powder Co., Wilmington, Del.

Wixc, Chester E., Asst. Engr., The G. M. Parks Co., Fitch-
burs;-. Mass.

NEW APPLICATIONS

for consideration as member, associate or associate-

-MEMBER

Allman, W.m. N., Engr. & Draftsman, Pjaltimore & Ohio
R. R. Co., P.altimore, Md.

Bailey, Ledtard M., Genl. Mgr., Portland Cement Co. o£
Utah, Salt Lake C-'ity, Utah

Barker, John P., Supt. & Ch. Engr., Homer Motors Co.,
Los Aiigeles, Cal.

Bell, \Vm. L., Mgr., Fulton Engine Works, Los Angeles,
Cal.

Berry, Arthur 0., Senior Mech. Engr., Interstate Com-
merce Commission, Division of Valuation, Chattanooga,
Tenn.

CoOKE, Horace G., Mgr., Eastern Office, The Connersville
Blower Co., New York.

Davis, Oliver M., Mech. Engr., Constr. Dept., Swift & Co.,
Chicago, 111.

Frear, Jenness B., Asst. Supt., Park Mfg. Co., Minnesota
Transfer, Minn.

Hoagland, Ira G., Secy., Natl. Automatic Sprinkler Associa-
tion, New York.

JakOwleff, Dmitry, Asst. Ch. Engr. for Construction of
the Ladoga Water Supply, St. Petersburg, Russia.

Luster, Emile J., Mech. Engr. & Sales Mgr. with Alfred H.
Schutte, New York.

Miller, Alten S., Member of Firm, Humphreys & .Miller,
Inc., New York.

Oleson, Olaf E., Ch. Engr., Fisk & Quarry St. Stations,
Ciminionwealth Edison Co., Chicago, 111.

Pilkington, Robert G., Resident Engineer. American Effi-
ciency Survey of Motor Car Units, Cliicago, 111.

PURVES, .John B., Mech. Engr., Combined Locks Paper Co.,
Combined Locks, Wis.

SCHRECK, II., Asst. Ch. Engr., Diesel-Engine Div., Fulton
Iron Works, St. Louis, Mo.

ScHREiBER, Carl T.. Publicity Engr., Hill Publishing Co.,
New York.

Spitzglass, Jacob M., Engrg. Dept., Peoples Gas Lt. & Coke
Co., also Pres., Gcbhardt Meter Co., Chicago, 111.

Sweeney, Matthew M., Production Engr., Genl. Fire Extin-
guisher Co., Providence, R. I.

Thanisch, Rudolph J., Asst. Engr., Bridge & Ferry Div.,

City of Boston, Mass.
Wilcox, Rop.ert B., Supervising Engr., Dept. for Inspec-
tion of Steam Boilers, Steam and Cooling Plants, City
of Cliicago, 111.
Williams, Charles II., Master Mechanic, New River Col-
lieries Co., Eccles, W. Va.

FOR CONSIDERATION AS ASSOCIATE-MEMBER OR JUNIOR

Alling, Claude R., Asst. Engr., Underwriter's Laboratories,

Inc., Chicago, 111.
Brown, Alexander C, Viee-Pres., The Brown Hoisting

Mchy. Co., Cleveland, Ohio.
Cady, Ceylon R., ('h. Engr., Douglas Co., Cedar Rapids,

Iowa.

FOR consideration as junior

Atwater, Harry A., Mech. Engr., Union Stock Yard &

Transit Co. of Chicago, Chicago, 111.
Baxter, Henry N., Designing Engr., Lyons Atlas Co., In-
dianapolis, Ind.
BissELL, Albert W., Draftsman, Link-Belt Co., Chicago, 111.
BuRRELL, Gene N., Asst. Resident Engr. on Diversion Dam

of Inter Comity Improvement, Tacoma, Wash.
Butler, Rolaxd G., Asst. to Cb. Engr. of Elec. & Mech.

Depts., Central Illinois Public Service Co., Mattoon, 111.
Cozzexs, Henry A., Jr., Laboratory Asst., Public Service

Elec. Co., Newark, N. J.
Dawson, Val S., Supt., Fidelity Cotton Oil & Fertilizer

Co., Houiston, Texas.
Dougherty, John H., Centrifugal Engr. & Salesman, The

Jeanesville Iron Works Co., Hazleton, Pa.
Kinsman, Richard E., Engr. & Accountant, American-La

France Fire Eng. Co., Elmira, N. Y.
Macnoe, George, Draftsman, Power Specialty Co., Dans-

ville, N. Y.
Markey, Harold L, Asst. Instr, in Mech. Engrg., University

of Michigan, Ann Arbor, Mich.
NicoLL, Wm. L., N. Y. Representative, Lockwood, Greene &

Co., New York.
Peets, Wilbur J., Mech. Engr., Singer Mfg. Co.. Eliza-

bethport. N. J.
Porter, LaFayette L., with Root and Van Dervoort Engrg.

Co., East Moline, 111.
Reitz, Walter R., Asst. to Mech. Engr., Burdett-Rowntree

Mfg. Co., Chicago, 111.
Taylor, Sutherland G., Jr., Ch. Engr., Installation Dept.,

Slucum, Avrani & Slocum, Inc., New York.

APPLICATIONS FOR CHANGE OF GRADING

projiotion from associate

Waite, Edward B., Dean and Head, Consulting Dept.,
American School of Correspondence, Chicago, 111.

promotion from junior

D.wis, Herbert R., Supt. ot Production, Quapaw Gas Co.,

Wichita Natural Gas Co.. and Wichita Pipe Line Co.,

Bartlesville, Okla.
Fisher, Henry D., Asst. Mech. Engr., Fuel Testing Co.,

Boston, Mass.
Price, Wm. T.. Ch. Engr., Oil Eng. Dept., De La Vergne

Mch. Co., New York.

SUMMARY

New a|>])lications 48

Applications for change of grading

Promotion from Associate 1

Promotion fmin .Junior 3

Total 52

BOSTON SYMPOSIUM ON SELECTIVE PACKACJE AND

PNEUMATIC CONVEYORS

/i T a meeting iii. Boston on April 8, three papers were presented on Conveying Systems. One
of these by W. 0. Hildreth rrlateel to eunveyors aelapted for delivering packages or other
materials from a central station, or from intermediate stations, to various other stations as selected
by the sender at the time the goods are despatched. A second paper by F. B. Williams illustrated
particidarly the tube systems for transporting mail, for long distances underground. A third
paper by S. L. Haines dealt with belt conveyors in use for handling magazines in publishing estab-
lishments and u-ifh link-belt elevators for packages.

CONVEYORS

OF THE
TYPE

SELECTIVE

Bv W. O. Hildreth,^ Boston,

Member of the Society

Mass.

Seleeth^e conveyors are conveyors adapted for deliv-
ering packages or other materials from a central sta-
tion, or from intermediate stations, to various other
stations as selected by tlie sender at the time the eoods

of conveyors for transporting separate packages to pre-
determined stations.

The delivery of these packages at the proper sta-
tion may involve merely some device to sweep the pack-
age from a moving conveyor belt, or may involve the
switching of some standard tray or " tote box " to a
station located at the side of the conveyor, or may in-
volve the construction of a carrier with individual
cars adapted for delivering loads at any one of a num-

FiG. 1 A Tray Conveyor ix use at the Philadelphia Post Office

are desjaatched. While this definition may not en-
tirely eliminate the plain belt conveyor with the usual
trippers for distribution of a continuous stream of
material, this paper is confined to the consideration

' Presented at tbe Boston local meeting of TUe American Society of
Meclianical Engineers, April S, 1914.

ber of stations located along the path of the conveyor.
Generally it is necessary to give sei'vice in both di-
rections. With convej'ors of the belt type this return
service can be secured by the use of the lower or re-
turn part of the belt. With other tj-pes of carriers the
conveyor may form a complete ciretiit so as to give

237

238

BOSTON SYMPOSHM OX SELECTIVE PACKAGE AND PNEIMATIC CONVEYORS

On.- of the simplest methods for giving a series of
separate deliveries to a uumber of separate stations
located alongside a belt conveyor is to introduce a
number of vertical stationary partitions above the
moving belt so as to divide the conveyor into a series
of divisions and then terminate these dividing plates
successively at the various stations, at the same time
leading the division plate to the edge of the belt so as
to sweep off all material that is contained in this par-
ticular division.

Sucli a conveyor can be loaded at any intermediate
point and the sender can determine the delivery point
])}■ placing his nmterial in the proper division. It is
evident that such a conveyor has all the limitations
imi)0sed by the use of a belt; nevertheless there is a
considei-able field of usefulness that can be served by
such a device. It is well adapted for handling pass
books in banks between tellers and bookkeepers, and
for handling cards, order slips or papers that can be
eai'ried on edge between the division plates.

A modification of this carrier has been used in a num-
ber of telephone offices for conveying charge slips and
toll line call slips. This modification retains the series
of vertical division plates, but substitutes a smooth

Fig. 2 View of a Typical Pick-up Carhier shuwinc Details
OF A Station

intercomuuuiicating service, although materials may
always travel in the same direction.

While the belt conveyor type has a certain amount
of flexibility in a vertical direction, it can make hori-
zontal turns only by tlie use of another conveyor and
these Innitations compel the use of some more flexible

Eu;. '.i View of Sendinc Station on a

Pick-dp Carrier System, showing Selective Mechanism for Four Stations

means of connection between the individual cars or
other transportation units, if we are to cover satisfac-
torily all the requirements of tlie modern manufactur-
ing plant. Such selective conveyors must give prac-
tically continuous servic(> between points located on
several different floors, and must be able to avoid va-
rious obstructions and reach i)oints that could not con-
veniently be reached by a belt conveyor.

bottom plate for the moving belt. The tickets, whicli
project above the division plates, are pushed forward
by a horizontal finger attached to a car and driven by
an endless cable. The car is guided on a track sus-
pended above the division plates. It is possible, with
this conveyor, to turn horizontal corners and to carry
the slips from one floor to another by means of in-
clines which may be as steep as 45 degrees or more.

BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS

239

Fig. 5 A Pick-ui' System fitted with Large Cylindrical
Carriers for Handling Large Envelopes and Bundles
OF Papers

Fig. 4 A Vertical Sending St.\tion on a Pick-up Sy'stem,
having Selective Mechanism for Two St.\tions

Tliis type of carrier with the moving belt has a con-
siderable field for the distribution of materials that
can be handled on a belt and swept from the belt at
the deliveriiig point.

Tr.\y Conveyor. — The next step in the develoi^ment
of a selective conveyor, using a belt for the moveable
conveying member, is what may lie called a tray con-
veyor. The tray or tote box is in common use in manu-
facturing establishments for the transportation of
small parts from one department to another. With
this type of carrier the tray can occupy the entire
width of the conveyor, thus cutting down the width
of the pennanent structure to a size just sufficient to
accommodate one tray.

The carrying capacity of this type of conveyor is

very large since there is a possibility of sending prac-
tically a continuous stream of trays and switching
them to intermediate stations or to lines branching
from the main trunk line of the conveyor at any point.
The i-eturn service can be secured by the use of the re ■
turning portion of the belt and it is possible to send
from any station on the line to any other station, thus
giving intercommunicating service.

In tliis type of conveyor the tray is furnished with
a moveable projecting finger, generally extending
above the front end of the tray, and adapted for en-
gagement with the switches which extend over the con-
veyor from the various stations. The selective finger
on the tray is moved by the despatching operator to

Fig. 7 The Driving Mechanism fob the Bag Carrier System
IN the Chicago Post Office

Fig. 6 View of a Bag Carrier System in the Chicago Post
Office, with Receiving Chute

240

BOSTON SYMPOSIUM ON SELECTIMi: PACKAGE AND PNEUMATIC CONVEYORS

Fig. S View of a Station on a Typical Book Carrier System
AND A Car above en route

a selective finger on tlie car and tlie number of sta-
tions that can be used is limited only by the space avail-
able on the car for the selective switching positions.

A sj'stem of this kind, with automatic elevators onto
which the cars are run and dropped several stories, has
been in use many years in the Boston Public Library
for transporting books from the stacks to the delivery
desk. Wlien cars are returned from the switch tracks
to the main line, the moving cable is gripped automat-
ically and the car proceeds until switched again from
tlie main line at the station determined bj- the setting
of the selective finger on the car.

While the capacity of this conveyor is not as great
as the capacity of the tray conveyor, nevertheless it
can handle a great amount of material with a very
small expenditure for power. When cars are not ac-
tually en route, the power required for driving the
cable is very small, the ti'ack is inconspicuous and does
not obstruct the lighting of the shop at all.

Pick-up Cakkier. — Another class of carriers that
has been developed for the transportation of orders
and corresi^ondence, rather than for large quantities
of manufactured material, is known as a " Pick-up
Carrier '' from the action of the car which actually
l^icks up its load from a shelf upon which the load has
been placed by the sender.

This carrier introduces a different principle of se-
lection from those previously described, in that it has
a series of ears permanently attached to an endless

a numbered position corresponding to the station to
which the tray is to be sent, and the tray is then
placed upon the moving conveyor belt. The tray
passes all the intervening switches until it reaches the
station for which its selective finger is set, and after
coming in contact with the switch it is deflected from
the conveyor belt and delivered upon an inclined shelf,
from which it is removed by the attendant.

Instead of switching to a station, the tray can if de-
sired be switched to a branch line for delivery to sta-
tions located along this line. The width of the end of
tlie tray, and the necessary spacing between successive
positions of the selective finger on the tray, is the only
thing that limits the number of stations possible on
such a system. It is possible to cover more than one
floor with one of tliese tray conveyors by transporting
the trays ou inclined conveyors from floor to floor, or
by delivering the trays to automatic elevators, which
in turn may deliver at any one of a number of differ-
ent floors or to other belt conveyors with selective sta-
tions. A tj'pical tray conveyor for Post Office work is
shown in Fig. 1.

A further variation of this type of convej'or is made
with a foui'-wheeled car propelled by an endless cable
and iiinning upon two rails. This car is provided with
a cable gripping device that will disengage the car
from the cable when the car is switclied from the main
line onto tlie switch track. Tlie switch is oj)eiated b.y

Fig. 10 Details of Construction of Vertical and Horizont.\l
Turns in a Book Carrier System

BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS

241

driving cable and sliding upon a pair of smooth round
steel rods. The cars are furnished with gripping jaws
of steel wire adapted for holding either flat envelopes
or cylindrical carriers. The upper jaw is stationary,
while the lower jaw is moveable and swings around a
fulcrum pin with a spring to press the moveable jaw
against the stationary jaw and hold firmly whatever
material may be contained between the jaws. The
moveable jaw has a projecting ann that rides upon a
cam surface at tlie station so as to open the jaws for de-
livering the load and to allow the jaws to close again
upon another load waiting upon the sending slielf. A
typical pick-up carrier is shown in Fig. 2.

As the different cars have opening levers of different
lengths, it is possible to have a series of cars, each one
opening its jaws for delivering and picking up mes-
sages at two definite locations along the line. A mes-
sage placed upon a certain sending shelf will be picked
up by its own car only and will be delivered alwaj's
at another definite location where tlie station cam is
placed in the correct position to operate this particu-
lar car and no other one. A series of sending shelves
at a station gives the sending operator an opportunity
to send to as many destinations as he has shelves, and
every car that arrives at his station must drop its mes-
sage for him before picking iip a message for the other
station. In Fig. 3, is shown a sending station for two
systems with four stations each.

In this carrier the selective mechanism is a perman-
ent part of the car, itself, and does not require any
adjustment by the operator or by the station mechan-
ism. The only selective effort required of the operator
is to select the proper shelf upon which to lay his mes-
sage and the carrier does the rest.

In order to keep the size of the car and stations
within reasonable limits, it has seemed desirable to
limit the cam graduations on a station to five so that
it is possible to send from a central station to five other
stations and to receive messages from these five sta-
tions in return. It is practicable to handle papers or
traffic envelopes as large as 10 in. x 13 in. with this sys-
tem, or in cylindrical carriers as long as 30 in. In Fig.
5 is shown a system of this kind.

As the cars are traveling continuously, sei-vice is
provided from each station at regular intervals and as
the sender does not have to wait for a car, but has only
to lay his message on the proper shelf and return to
his work again, the service is prompt and regular with-
out w'aste of the sender's time. The messages are
dropped by the cars into a single receiving pan or
basket at each station.

In cases where it is desirable to have intercommuni-
cating service between a large number of stations, it
is customary to group the central stations of a number
of lines at one convenient point and make this point a
clearing house for the entire system by transferring
the messages sent in by the differeiit lines to the proper
shelf for transmission to their final destination. This

Fig. 9 A St.\tion of Different Form on a Book Carrier
System with Car approaching Receiving Fingers

work can usually be done by a filing clerk or some one
permanently employed in the neigliborhood of the sta-
tion so that special help need not be employed for this
particular purpose.

As this system is operated by a flexible cable, it is
possible to turn corners in any direction so that sta-
tions on a number of floors can be served by a single
line. Tlie power consumption is small and the service
is practically noiseless in operation.

Bag Carkie.r. — Another carrier with a capacity for
luuidling loads as great as 150 to 200 lb. has been de-
veloped along somewliat similar lines, but with a dif-
feient principle of selection. As this conveyor was
first used for transporting post office mail in bags, it
has become known as a " bag carrier." It consists of
a series of two wheeled cars or trolleys permanently
attached to an endless moving steel wire cable at fre-
(jue7it intervals often as close as 10 ft. apart. The car
wheels run upon the lower flanges of structural steel
channels with a pair of guiding rails below the chan-
nels to prevent excessive swinging of the cars. A sys-
tem of this type is shown in Fig. 6.

Each car has a hook upon which the bags are hung
and these hooks are hinged in such a way that they
can be tripped so as to drop the loads hung upon them.
A moveable tmlocking slide is arranged ttpon the car
so that a selective finger on the car can be set at the
sending station in as many different locations as there
are delivery points on the line; Tliis selective setting
is done at the sending station as the car passes an in-
clined cam device whose position is controlled by the
operator. This cam moves tlie unlocking slide and the

242

BOSTON SYMPOSllM 0\ SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS

l'"lG. 11 \IE\V OF SWEEI'-OFF CaRKIER SYSTEM IN THE ChICAOO PoST OfFICE

selective fingei' to a position corresponding to tlie de-
livery station desired.

Each delivery station has a tripping finger pernian-
fiitly fixed at a different heiglit from all the other
stations and arranged so as to trip tlie car hook on
every car that passes having its selective finger at
the proper height to engage with it. The bags, when
dropped from the cars, are received on snitable chutes
from which they slide to the floor or to tables. Just
before the cars complete their circuit and reach the
sending station again they pass a resetting cam, which
returns the selective finger to the neutral position,
ready to be set again at the sending station.

As the cars are permanently attached to the driving
cable, a rather novel cable drive lias been devised, giv-
ing a powerful pull and operating on a straight por-
tion of the cable without requiring the introduction of
grooved di'iving sheaves. In this driving device the
cable is driven by a .series of gripping jaws in pairs
attached to an <'ndless chain moving parallel to file
cable, and driven by sprocket wheels. Each pair of
jaws is connected by springs, thus giving a nniforui
pressure on the cable.

At the point when the jaws begin to leave the eable
at the driving sprocket, a cam is located so as to open
the gripping jaws and allow them to leave the cable
and pass around the si)rocket wheel and return again
to the point of commencement, where another cam
opens the jaws so as to allow them to grip the eable
again. This device makes a very satisfactory arrange-

ment, as it can be placed at any point of the line where
there is a straight section of cable. The cars j^ass this
drive without any trouble, and it does not require the
addition of a number of driving sheave pulleys around
which all of the cars would have to pass. With lines of
any considerable length, it would not be possible to
get sufficient driving power from a single-grooved
driving sheave with ISO deg. arc of contact, and sev-
eral driven sheaves around which the cable and the
attached cars must pass in succession would introduce
several objectionable complications.

Book Carrier. — Among the carriers with individual
cars, each car having its moveable selective finger, the
most interesting perhaps is the so-called Factory Serv-
ice Carrier. Tliis was originally developed for trans-
porting books in large libraries between stations lo-
cated in the book stacks and the delivery desk, but it
liroved to be very well adapted for distributing small
manufactured parts and tools from one part of a fac-
tory to another.

The cars are permanently attached to a wire cable
at intervals depending upon the amount of traffic to
lie accommodated. The track upon which the ear
wheels run is of ^'4 in. round cold I'olled steel and the
cars are of the finger bottom type so that the car can
pick up its load or drop its load by passing between a
similar set of fingers forming the stations. A system
of this tj-pe is shown in Fig. 8 with ear en route.

The car body is mounted upon a truck and arranged
to swivel so as to keep the car body in a horizontal

BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS

243

Fig. 12 A Sweep-off Carrier just Leaving a Station and Closing Bottom Doors

position when the car is traveling on vertical track as
well as when the track is horizontal. This type of car-
rier can pass from floor to floor vertically and can make
horizontal turns at any angle so as to reach any re-
quiied position or avoid obstructions, as shown in Pig.
10.

In this system we have again the moveable selective
finger upon the ear to determine, by its position, the
station at which the car will deliver its load ; and tliis
selective finger is moved by mechanism at the loading
station under control of the operator. The cars in all
cases pick up their loads when passing upward tlirough
the sending station fingers and drop their loads upon
the receiving station fingers when passing downward
through these station fingers.

As the cars are continually passing the sending sta-
tions, it is obvious that the loaded sending station fin-
gers must be kept out of the path of loaded cars but
must be advanced into the path of the first approach-
ing empty car so that the load can be picked up and
carried to its proper destination.

To carry out this condition, the sending station fin-
gers are mounted upon a wheeled truck operating upon
horizontal rails. This finger truck is nonually held
back by a weight working within a dash pot tube.
When the operator has placed a load upon the send-
ing fingers he moves a lever to a numbered position
corresponding to the station to which the load is to be

sent and then depresses a lever, which compresses a
spi'ing and stores up suflieient energy to move the send-
ing fingers forward when the next empty car arrives.

Upon the approach of an empty car the catch hold-
ing the station fingers back will be tripped and the fin-
gers with their load will move forward into the path
of the car. The car then picks up the load and while
passing the station has its selective finger moved to
the position corresponding to the delivery station.
After the car has left the sending station, the catch
holding the station in forward position is unlocked by
fhe car and the sending fingers are drawn back by the
counterweight out of the path of succeeding cars.

Wliile the loading fingers are held back, awaiting
the approach of an empty car, a loaded car will not
trip the station catch because this catch is tripped by
a lever arm on the car having two positions, one for
an empty car and one for a loaded car, and the lever
when in the loaded car position will not unlock the sta-
tion catch. The receiving station fingers are hinged at
the back end so that they are normally swung up out
of the way of passing cars, but an approaching loaded
car, with its selective finger set for a station, will op-
erate a lever and throw down the station fingers so as
to remove the load from the car.

As these station fingers drop only to an inclination
of about 20 deg., the load will slide down and away
from the fingers to an inclined shelf, from which the

244

BOSTON SYMPOSIUM ON SELECTIVE I'ACKAGE AND PNEUMATIC CONVEYORS

loads can be removed by baud. After the car has
passed down below the receiving'Station it operates a
lever that swings tlie receiving station fingers up and
out of the way of succeeding cars tmtil the approacli
of another car, whicli has its selective finger set for this
station.

This type of carrier is driven either by a grooveil
sheave wheel or, for a long line, by a grip chain drive
as described for the bag carrier. This carrier has been
developed with a cai- as large as 12 in. x 17 in. to take
loads of 15 to 20 lb., and these loads are generally iian-
dled in flat trays or baskets unless the loads consist
of letters or papers that can be liandled in envelopes
or file Mrappers.

Sweep-off C.vkriek. — Aiiotlier type of carrier known
as a Sweep-off Carrier has been developed more espe-
cially as a collecting carrier for collecting letters, or-
dei-s, or other papers from a considerable number of
stations and delivering tlieiii to a limited number of
receiving stations located soniewliei-e on the circuit of
tlie line.

In this conveyor the load is carried in a basket suj)-
ported from a two-wlieeled car running on a single
rail with guide rails below to keep the basket from
swaying. The material to be sent is laid upon a hori-
zontal shelf located just above the path of the basket
and this material is swept into the basket by a brush
attached to the ear and moving with it. A consider-
able number of stations, therefore, can be served by ;i
single car.

The basket of this carrier has a hinged bottom and
will drop its load into a hopper when the car bottom
is unlocked at the delivery station. It is possible to
make this can-ier selective by fui-nisliing a number of
separate shelves at the several sending stations. The
shelves in tiiis case are normally below the path of the
car and are brought up to the sweep-off position when
the projier car arrives and trips the holding down
catch.

The cars are provided witli pennanent selective de-
vices, which are operated by the receiving stations so
as to trip the car doors on the basket when it arrives at
its own station, but which are arranged to pass all the
other cars which deliver at other stations. This type
of carrier has been used very largely in Post Offices
to handle misdirected letters from the various sorting
cases to some central point where proper addresses can
be su]iplied or where illegible addresses can be de-
ciphered.

Promptness in liandling such letters will generally
prevent the letters from being held over to the next
delivery and sometimes will prevent them from being
held over to the next day. In large Post Offices this
tv-pe of carrier is often used to collect the Special De-
livery letters from the facing tables and from the o^ien-
ing tables where the railroad nuiil is received and to
carry these specials to the special deliveiy division.

PNEUMATIC CONVEYORS

By 1-. B. WiLLi.^Ms, Boston, Mass.
Member of the Society

The first successful pneumatic tube system was put
in operation previous to 1S58 in London, England,
with a 114 in. tube 650 ft. long. In 1858, this was ex-
tended with 214 in. tubes. From then on tlie system
has grown rapidly and London lias now many miles of
despatch tubes. The usefulness of this sy.stem lias also
been extended in the large cities of England and Ger-
many. The transmission of telegraph messages by
])neumatic tubes commenced in 1S65. Also it was at
about this time that pneumatic tubes were first used
for transmission purposes in this counti-y. John AVan-

Fi(i. 1 \'iEW i.N A Modern Office with Pneum.\tic Tube
Connection to Each Desk

amaker's store in Philadelphia having probably had the
first installation.

There are three systems in general use, known as
the vacuum, the pressure, and the vacuum-pressure
systems. Each of these has very distinct advantages
^vhen considered from the standpoint of the service
required and other determining conditions.

The vacuum system in its simplest fonn, omitting
the power plant, consists of two stations, one called the
central station and the other the out-station. As seen
at the central station there is a sending and a receiv-
ing tube and these two tubes extend to the out-station.
Tlie receiving tube at the central station is connected
to the suction drum, and as the two tubes are eon-
i.ected at the out-station, they form one air circuit.

A carrier placed in the sending tube at the central
.^t;ition is sucked to' the out-station and there dis-
chaiged by means of a suitable tenninal. The air is
there by-passed to the other tube, in which it returns
lo the central station and is drawn into the suction
dram. A carrier placed in what is the sending tube
;it the out-statiou is sucked to the central desk and

BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS

245

tlic'iv disehai-ged, while tlie air is by-passt'd to the suc-
tion drum. In this way communication between the
two stations is continuous ; that is, carriers can be sent
from each station to the other at the same instant —
a very desirable feature wliere tlie service is lieavy, as
in a department store.

Vacuum terminals are simpler than the terminals
for other systems and the method of operation by ex-
hausting the air is more economical so far as tlie ex-
penditure of power is concerned. But the working
pressure is limited to something less than 14 II). and
there might be conditions which would iiiakc tliat in-
sufficient.

Tlie pressure system is just the reverse of the vac-

FiG. 2 A Termin.u. fob a Vacuvm-Pressure Tube System

uum system, the carriers being pushed or forced by
pressure instead of being sucked or pulled to their des-
tination. Of course, theoretically, the operation of the
two systems is similar in that the carriers are pro-
pelled by the greater pressure behind tliau in front of
them. In the vacuum system the power is applied in
front of the carrier, but in the pressure system it is
applied behind the carrier.

Pressure systems are used in carrying the U. S. mail
in many of tlie larger cities in this country and two of
the several reasons why pressure is u.sed instead of
vacuum, are first, that with the pressure system, small
leaks are not objectionable save that they are a direct
loss of power, wliile with the vacuum system, a leak
underground would be disastrous to tlie working of
the system and also the possible entrance of moisture
might cause damage to the contents of the carriers;
second, in case of a carrier being blocked in tlie tube,
the pressure can be reversed and raised and the car-
I'ier often blown out, while with the vacuum system
the greatest vacuum possible might be entirely inade-
quate for tliis purpose.

Pneumatic tubes on the pressure system now pro-

vide direct connection to 46 United States Post OlBces,
which offices, according to the most recent Post Office
statistics, sei-ve a dependent population of 5,881,000
people. In these pneumatic tube Post Offices are em-
ployed 6,120 clerks and 3,131 letter carriers, and
tlirough the tubes are weekly carried 137,295,000
pieces of mail matter. Mail for Post Offices beyond
the pneumatic tube districts is also carried as far as
possible by tubes and then transferred to wagons.
Tliese statistics do not include the City of Philadel-
phia or the Brooklyn General Post Office. Each one
of these Post Offices, because of its pneumatic tube
connection, gives to its surrounding population the
same service that is given from the main office of its
city. In other woi'ds, the pneumatic tubes, since they
are practically instantaneous, make the sub-stations
witli which they are connected a part of the main
olHce of the citj'. It is interesting to note that, assum-
ing the above amount of mail matter to be carried by
tlie tubes for 52 weeks a year, the cost of carrying by
pneumatic tubes is at the rate of ninety-two pieces mail
matter for one cent, or approximately fifty-four cents
per hundred pounds.

The vacuum-pressure system is used where the serv-
ice is lighter. In this system the carriers are drawn
to the central station by vacuum and blown back to
the out-stations by pressure.

Here might be mentioned the single-tube pressure
system of the Lamson-Miles type, which has but one
tube between the two points to be connected. This tube
is fitted with a combined despatching and receiving
tenninal at each end, and the compressed air is car-
ried by small iron pipes to the terminals at the ends
of the tubes. A compres.sor and storage tanks supply
and maintain the power for operating the tubes.
When idle the tubes are normally open to the atmos-
phere and are often used as speaking tubes. The use
of a single tube saves room in passageways and walls
of buildings, frequently a matter of great importance.

When a carrier is to be transmitted, air pressure is
introduced into the tube behind the carrier from the
storage tanks, in which pressure is maintained by an
automatic regulator, that controls the starting and
stopping of the compressor. The compressor automat-
ically starts when the pressure drops below a certain
point and stops when it has produced the normal work-
ing pressure of the system. The air supply pipe is
much smaller in area than the transit tube and conse-
quently while the carrier is on its course the air under
l^ressure from the supply pipe expands in the tube.
Hence if a carrier tends to foul in a bend or other part
of the tube, it offers a resistance and the air pressure
behind it immediately makes up to tlie pressure carried
in the supply pipes and thus tlie carrier is automat-
ically relieved and pushed along.

A combined receiving and despatching terminal is
attached to the ends of each tube, and to these ter-
minals are also connected the supply pipes so that

24(3

BOSTON svMPOsiiM ON sf:le(;ti\e package anij pneumatic conveyors

the air pressure can be admitted to the tube at each end
and carriers can, tlierefore, be despatched alternately
from either end of the same tube. As a transmission
takes but a few seconds, no practical inconvenience
is experienced by using one tube for transmission in
opposite direetions. In answer to the question as to
what will prevent carriers from being despatched from
both ends of a tub(^ at the same time, it should be stated
that this does not happen because the tube is nonmally
open at both ends and when a cari-ier starts from one
cud, the free air in the tube is forced ahead of the
carrier and out at the other end : thus a carrier cannot
be inserted at what is temporai'ily the receiving end

transit without tlie use of electric or other connections.

The tubes used for the transmission of carriers are
of kalameined steel, brass, or aluminum. The sizes
mostly in use are 214 in- and 3 in. outside diameter.
Also 4 in. tubes and 3 by 6 in. oval tubes are largely
used where the material to be transmitted is bulkier.
The bends are made of brass, and are formed by cut-
ting to a length according to the radius of bend de-
sired, filling witli water and while under hydraulic
pressure, bending around a form; the operation takes
but a very few moments and a perfect bend is formed,
with the section absolutely circular.

Positive rotary blowers are used in the majority of

Vui. 3 A Large Centkal Desk for a Dei'ahtment Store System

until the traveling carrier is expelled, because the out-
ward rusli of air makes it impossible.

Tile operation of the combined receiving and des-
patching terminal is as follows : After a carrier has
been inserted for transmission, a gate or cover nor-
mally open, is closed beliind it, which closing of the
cover automatically locks it in place and at the same
time opens an air valve, i>ermitting an inrush of com-
pressed air behind the carrier. The compressed air ex-
pands and pushes tlie carrier at increasing speed to the
dischai'ge end of tlie tube, wliere it is deflected by a
chute into a suitable receptacle. A simple device cuts
off the air pressure at the despatching end, and at the
same time the closed gate or cover at the sending end
is unlocked and the tube is again thrown open to the
atmosphere. All these operations are accomplished
by the back pressure of the air behind tlie carrier in

the plants installed. This type can be used either as a
pressure blower or as an exhauster, and is more eco-
nomical than a compressor when operating against
pressures less than 7 lb. per sq. in. The style of blower
used consists of a casing in which two impellers revolve
in opposite directions, each impeller being of a double
lobe section symmetrical with its shaft and the two
impellers so set that the lobe of one fits into the recess
of the other. The impellers work as close as possible
to the casing so as to prevent loss through leakage, and
to keep them at their proper relative speeds, one shaft
is driven by the other througli a pair of gears. If the
system is of the vacuum type the inlet side of the
blower is connected to the galvanized iron suction drum
in the central station, if of the pressure type, the out-
let side is piped to the central station, and if of the
vacuum-pressure type, both inlet and outlet are piped

BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS

247

to separate drums in the central station. The blowers
are usually driven by electric motors, although oc-
casionally they are directly connected to steam
engines.

Witli many of the vacuum and pressure systems a
power saving device is used, as in a system of, say 40
out-stations, it is safe to say that the greatest number
that might be in use at one time is 28, and power must
be supplied for 28 lines. Ordinarily but 4 or 5 are in
constant use. By using a variable speed motor, of say
four to one range, the blower can be made to supply
power for, at its lowest speed, 3 lines, but as demands
for more service are made from time to time during the
day the motor will speed up until tlie maximum of 28
is being taken care of.

When the power control system is used on vacuum
Hues, a vacuum of, for instance, 16 oz. is maintained

Fig. 4 View of a Blower Plant for a Small System, showing
Automatic Control Board and Muffler

in the suction drum at all times irrespective of the
number of lines in service. This constant vacuum is
maintained by connecting the suction drum to the
upper part of a cylinder in which is a weighted piston,
that remains balanced and stationary as long as the
vacuum above it equals 16 oz. ; but should the vacuum
cirop, by opening of a tube for the transmission of a
carrier, the piston slowly drops and at the same time
turns the field rheostat of the motor so as to speed the
blower up to maintain the 16 oz. vacuum. Should a
greater vacuum momentarily exist a relief valve oper-
ates to reduce it to the proper point.

When the vacuum in any one of the lines is broken
by the insertion of a carrier, a device at the end of each
air circuit, called a power control device, automat-
ically keeps the line open long enough for the carrier
to reach its destination and then "■ times off," and the
line comes to rest and so remains until the next carrier
is inserted. It is not necessary to wait until one car-
rier has reached its destination before inserting the

next; tile vacuum in the line will take care of several
carriers, and, except in the ease of a very long line, it
would be almost an impossibility to overload an air
circuit because the carriers travel at such a high rate
of speed that they would begin to deliver at the other
end before the critical load was reached. And as in
actual practice, tlie carriers must be loaded with let-
ters, messages or cash, there must be an appreciable
interval of time between each transmission of a carrier,
and this prevents any one line from being overloaded.
This power-saving device is of the vented cylinder and
piston type and is very flexible as it can be adjusted
for varying lengths of lines. It can be set to " time
anywhere from I14 seconds to 2 minutes to accommo-
date any length of line.

Fi'om an engineering stand-point, the best system is
one that uses power only when a carrier is in transit
and is known as the start and timing-stop system.
Tliis system is operated by means of a special switch-
hoard, on which an electric circuit is closed by the
insertion of a carrier in the terminal for transmission.
;md that throws in tlie main power circuit, causing
the motor-blower unit to automatically start up and
supply the necessary vacuum or pressure, as tlie case
uiaj' be, and it does not stop until the carrier reaches
its destination. If several carriers are sent, even from
remote parts of the system, the power is supplied until
tlie last carrier is delivered.

The latest improvement is the " power-saving start
and timing-stop system," which is similar to the pre-
vious system, but goes one step farther and supplies
power according to the number of lines in sei'\'ice. If
one is used, power for one is supplied ; if half a dozen,
tlie power unit speeds up to supply the proper power
for those six lines and then comes to a stop when the
last carrier is delivered. This is as it should be; in
all but the largest systems, there are a great many
times when no carriers are in transit, and then there
are times when there may be several, possibly up to
the capacity of the system, dispatched at almost the
same time. This system uses only as much power as is
i-equired to transmit the carriers and shows a very
great saving over all other systems.

The tenninals used are of brass and bronze construc-
tion, except in some of the largest sizes where iron is
occasionally used. Most of the terminals used on the
larger vacuum tubes are of the double-door t^-pe, in
which the carrier passes through two valves before it
delivers. This for two reasons: One is that the noise
is eliminated, and the other is that the momentum of
the carrier is lessened. Wlien a carrier passes from
the tube into the terminal it passes through the first
valve into a chamber where the air pressure is slightly
below atmospheric ; its momentum, checked by its pas-
sage through the first valve, carries it through the sec-
ond valve into the atmosphere and to the recei\'ing
basket. The noise of the vacuum terminals was one of
the principal objections to that system as applied to

248

BOSTON SYMPOSIUM ON SELECTR-E PACKAGE AND PNEUMATIC CONVEYORS

large tubes, but since the double-door terminal has been
perfected there is no annoyance on that score.

The carriers are of leather except those used in de-
partment stores, which are of metal with felt heads.
The leather caiTiers are made in various lengths with
hard felt heads and are of both closed and open types.
Tile lengtlis of carriers are determined by two factors,
the requirements of the sei'vice and the radius of the
beuds. A carrier 8 in. long, for a 3 in. pneumatic tube,
requires bends of 2^4 ft. radius, and a carrier 10 in.
long requires bends of Sy^ ft. radius.

It is often a serious undertaking to lay out the tubes
and bends for long carriiT>< so that they M'ill not be uu-

iu rooms dimly illuminated by means of specially col-
ored electric lights, and these rooms are so dark that a
person going in from tlie outside would be almost help-
less. The pneumatic lube service is effective in these
rooms, whereas it is easy to see that a messenger serv-
ice would be not only very slow in comparison, but
very greatly handicapped on account of the illumina-
tion.

One of the essential routine requirements of a fac-
tory, large or small, is an equipment for handling mail,
instructions, orders, and blueprints rapidly. Unless
the method of distributing the mail is effective, delays
and confusion alwaj's result. This is particularly true

if'P/pe'lj-CocA

5"Cochrane
CfiecK rff, Separator

Valve X^-. I" Mason Lever
/"Pipe-^—A 1 Type Reducing

Valve

3" Carrier Tube West Line 4350

'Pipe^ ' 2" ■

0" Y~Y^'lf"P'P^ 3"Corrier7^be Cost Line 4650'- ^ '°^>

TERMINAL WEST OFFICE TERMINALS TERMINAL EAST OFFICE

"hump office"
Fig. 5 Arrangement op the "Hump" Freight Yard Layout and Details of Tube System

sightly or interfere with the design of the building in
which they are located. The modern office building
has usually a chase or riser flue that is available for
the risei's to the various floors, but in some of the rein-
forced concrete buildings and those of the mushroom
type of construction, the difficidties of installation are
numerous.

Pneumatic tube systems are used principally for the
transmission of ca.sh, mail, or messages of an intei'de-
partmental character. Occasionally they are used for
the cariying of other material, as in the Winchester
works in New Haven, where powder is delivered to the
loading machines by pneumatic tubes. The Eastman
Kodak Company has an extensive sj'stem of tubes
which perform a sei'N'iee that would be almost impos-
sible to duplicate by any other means. Their stocks
of films, plates and bromide and other papers are kept

in the big factories where often more mail is handled
daily than passes through many a small city post office.
But the methods adopted by these large establishments
are applicable as well in the small plant, for the com-
plete system for handling the mail is generally built
up of several units, any one of which can be advan-
tageously adopted in the smaller factory. Those rea-
sons of economy which bring refinement in the large
plant are just as effective in the smaller establishment
where their importance is often overlooked. Pneu-
matic tubes bring remote buildings side by side for
business purpo.ses.

An interesting industrial application of pneumatic
dispatch tubes has recently been made to a modern
" hump yard " freight terminal which due to the pe-
culiar governing conditions, has resvilted in an unusual
economy. The saving due to this installation, at a total

BOSTON SYMPOSIUM ON SELKCTU E PACKAGE AND PNEUMATIC CONVEVOKS

249

investment of less than -$10,000, amounts to an actual
cash saving of at least $500 per day, while at the same
time an increased eftieieney of service is gained, the
value of which is incalculable but of utmost impor-
tance (Figs. 5 and 6).

Tliis yard is located at Gibson (near Hammond),
Indiana, 23 miles southeast of Chicago on the Chicago,
Indiana & Soutliern Railroad, being tlie Chicago
freight terminal of the New York Central lines. The
function of this yard is to facilitate the distribution of
cars from incoming trains for prompt delivery to con-
necting roads, and conversely, to assemble into out-
going trains the cars received for forwarding. This

Fig. 6 Terminal used on the "Hdmp" Yaku System

is accomplished in the following manner : The yard
is laid out as an East yard and a West yard, each prac-
tically a duplicate of tlie other, and consisting of series
of adjoining tracks with connecting ladder tracks at
both ends. These lead respectively east and west from
an artificial elevation in the level of the yard between
them, and a car upon being pushed up this elevation
by a locomotive will, after getting over the peak or
highest point, run down on the other side by gravity
where it may be switched from the ladder track into
the yard tracks at will.

To illustrate, assume an incoming train to consist of
50 cars destined for, say, 20 different connections, the
first two for A, the next one for B, the next three for
C, the next two for A, and so on ; the engine which
has brought the train in is disconnected therefrom and
a switch engine pushes it up the hump until the first

two cars pass over the peak of the grade and run
down on the other side, where they are switched say
to track No. 1, followed immediately by the third car,
which is switched to track No. 2, this in turn by the
next three cars, which together are switched to track
No. 3, the next two ears to track No. 1, and so on till
all cars in the train have been distributed and thus
reassembled directly into new trains with practically a
continuous and uninterrupted movement of care in
the same direction aU the time.

The incoming train brings the forwarding instruc-
tions from which orders covering proper distribution
of cars are made out by the clei'ical force at the main
\ard office adjoining the Hump. In order therefore
to insure quick handling of trains, it becomes impera-
tive to have forwarding instructions delivered to the
office and the orders in turn delivered to the train and
yard erews in the shortest possible time. This is done
tlirough the Yardmaster's ofldees, each of which is
nearly a mile from the main " Hump " office in op-
posite directions, and as the movement of trains is
directly dependent upon these orders, it follows that
any delay in the transmission means an equal delay in
the despatching of trains, with a direct loss of an
amount equal to cost of train crews. Hence the im-
portance of the time element is at once apparent, but
the extent of its importance will be better appreciated
Avhen it is understood that the railroad management
figures the cost of a train crew at $5 per hour and
that a total of from 150 to 200 trains are handled at
this yard every 24 hours. Messenger boys were for-
merly used, and even at best the time for transmission
was very considei-able owing to the distance to be cov-
ered, the character of roadway and the natural unre-
liability of such service, while in inclement weather
tlie business was well nigh paralyzed.

Since the installation of the pneumatic tube system
by use of wliich it takes less than three minutes to con-
vey messages between the Yardmaster's offices and the
" Hump " office, and which have proven reliable in
all kinds of weather, there has been saved one-half
hour to an hour (an average of % hr.) in the time
of each train crew from which the direct money sav-
ing figures out as follows:

Cost of train crew, 34 hr. @ $5 per hour. $3.75

Trains despatched in 24 hrs. (150 to

200, or a mean of 175) 175 Trains

Hence dii'ect money saving per 24 hrs.
is 5 (dollars) x % (hour) x 175
(trains per day) equals $656.25. . .$656.25

Thus the figure of $500 per day, as given above, is a
very conservative statement.

The system is of the straight high pressure pneu-
matic type, with diaphragm latch tenninal and sup-
plementary time-off device, there being two single lines
of 3 in. kalameined steel tubing, one running from the
" Hump " office to the East Yardmaster's office, a

250

BOSTON SYMPOHIUM ON SELECTUK PACKAGE AND PNEIMATIC CONVEYORS

distance of 4650 ft., and the otlu-i- luiiiiiiig from the
Hump " office to West Yardmaster's office, a dis-
tance of 4350 ft. The tubing is laid from 3 to 4 ft.
underground (frost line is about 4'^ ft. down), joints
being made with sleeves of a rust-proof composition
called " Toucan Metal," and the wliole is heavily
coated with aspluiltum paint. Tlie terminals are of
the up-dischargc type with vent-aetuated pressure tim-
ing valve and special long timing eonti'ol.

Botli ends of the tubes are alike and are normally
open, with no air flowing. In sending, a carrier is
insi-i-ted in a terminal, the clapper closed and air then
admitted behind the carrier by pressing a button,
which actuates the automatic control device, by which
air is delivered from a low pressure storage tank for
a pre-determined period, sufficient to insure arrival
of carrier at other end of tube. Air is supplied to the
storage tanks from the regular railroad service for
operating switches, signals, etc., at a pressure of 90
to 110 lb. at the compressor. This is located in a shop
some 950 ft. from East Yardmaster's office and there
is a loss in pressure of about 20 lb. in transmission.
There are three storage tanks, one at tlie East Y^ard-
master's office, one at the Hump office and the third
at West Yai'dmaster 's office. The air is brought under-
ground from the compressor to tlie East tank, with
branches to the Hump and West tanks, to each of which
it is connected through a 5 in. Cochrane oil and w-ater
separator, a 1 in. check valve and a 1 in. Mason lever
type reducing valve, that keeps the air at 11 to 15 lb.
pressure in the tank, depending upon conditions. A
lyo in. or 11/4 in- pipe leads from the tank to the pi-es-
sure timing valve on the 3 in. carrier tube, in each case
giving a pressure in the tube behind the carrier of from
G to 10 lb. The tank at the Hump office, about 5570
ft. from compressor, is supplied by 4650 ft. of 2-in. iron
|)ipe, and connection to the tank is made in the order
named through a 2-in. cock, a 5-in. Cochrane oil and
water separator, a 1-in. check valve, a 1-in. mason lever
type reducing valve, and a 2-in. pipe. The pressures
are approximately the same as on the East tank.

Xo extra lielp is employed in connection w'ith the
tube system, tlie carriers being handled by the clerks,
who make out the orders. The total number of car-
riers transmitted over tlie wliole system for the 24
hours ending at 1 p.m.. May 17, 1918, was by actual
count 220, which is said to be about half the normal
average during the busy winter season. The cost of
maintenance, including all labor and material for the
entire system of tubes, supply pipes, etc., for the three
months of .lanuary, February and March. 1913,
amounted to $17.92, which included an abnoimal ex-
jiensc for clearing out the high pressure supply pipes,
necessitated by their having been frozen. (It will be
uoted above that the pipes were not laid below frost
line.) This monthl.v average of $5.97 is therefore high
and a more nearly correct figure would be about -$3
per month.

MACllLXKUY FOR HANDLING SMALL
PACKAGES

By S. L. HaixeSj' Boston, Mass.
Non-Member

The above sub.iect covers a vci'y wiile field, and in-
volves many classes of conveyor machinery, but the
intention is here to present an illustration of one of
the latest developments in this line, namely, a novel
method of handling magazines, the Saturday Evening
Post and the Ladies' Home Joui'iial, in the publishing
house of the Curtis Publishing Company, Philadelphia.
The same types of machinery, modified to suit condi-
tions, may of course be used for the handling of light
boxes, small packages, etc. In connection with the
above examples I will also show the manner in which
the mail bags, filled with the above magazines, are
handled, by means of the various types of elevators,
lowerers, conveyors, etc.

The magazine handling equipment consists in gen-
ei'al of two duplicate lowering machines for the Home
Journal, and two duplicate lowering machines for the
Saturday Evening Post, with a belt conveyor distrib-
uting system in the delivery room for each pair of
conveyors. Fig. 1 shows the arrangement of the ma-
chines as actually installed. Two of the lowerers are
vertical machines about 73 ft. center to center of head
and foot shafts and the other two have also a hori-
zontal run of about 50 ft. Each lowering machine has
two steel roller chains running over sprocket wheels
as indicated, and have corner hung steel trays sus-
pended between them and spaced 5 ft. apart. The
trays have two sides, a back, and bottoms made with two
slots running from front to back so that loading and
unloading fingers can extend well back into them.

The loading is accomplished by automatic loaders
at each floor. The magazines come from the trimming
machines in stacks 3% in. high and two of these stacks
are placed together, one with the backs one way and
the other with the backs the opposite way, making a
7 in. stack. These 7 in. stacks are then moved to the
loading points where an attendant places them, one at
a time, on the loading fingers, which, when at rest, are
,iust outside the casings of the lowerers. The loadei^s
are set opposite the ascending line of trays and each
one is operated by means of a small auxiliary chain
with a lug, or attachment, which engages with another
lug on the main chain, just before a tray passes, thus
working a crank and connecting rod mechanism that
moves the fingers inward and directly over the slots
ill the tray. Each stack of magazines is then picked
up by a tray, carried up and over the head sprockets
and down to the automatic unloader in the delivery
room.

In onler that the loaders may operate only when

' Manager, Elevator and Conveyor Dept., I>ink-Belt Co., Boston
Branch.

BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS

251

magazines are placed on them, the lower shaft and
sprocket of the auxiliary chain are arranged in such
a manner that ordinarily they are back far enough
so that tlie lugs will not engage and no movement of
the loader takes place. It is part of the duty of the
attendant, after placing a stack of magazines on a
loader, to throw a lever which moves the lower shaft
of the auxiliary chain forward into the engaging or
operating position.

Further, it is obvious that with this system of load-
ing, it would not be possible for a loaded tray to pass
loading fingers in the forward position, siiiec tlie slots

one of whicli is sliown in Fig. 2, are located in the de-
livery room on the first floor, the ones from the two
Post low-erers delivering to a single wide belt conveyor
running between the mailing tables, and the ones from
the Journal lowerei's delivering first to a short belt
conveyor and then to another belt conveyor at right
angles and also running between the mailing tables.

At the pi'esent time tlie lowerers run up to the 5th
floor with loading points on tlie 2nd, 3rd and 4th
floors, but they have been built with the idea that they
may some day be extended to tlie Sth floor. They are
operated at a speed of 60 ft. per iiiin., so that with the

.LOWERS LADIES HOM£ JOURNAL

SATURDAY EVENING POST

Flti. 1 DlAGR.\M SHOWING ARRANGEMENT OF A LaRGE INSTALLATION OF MAGAZINE HANDLING CoNVEYORS, WITH DETAILS

OF Loaders and Unloaders

in the tray bottom would be covered by the maga-
zines. Since loading on the several floors at the same
time was one of the requirements, it was necessary to
make the loaders selective, that is arrange them so that
they would pick out only empty trays. This was ac-
complished by arranging an arm, A, Fig. 1, at each
loader so that it would pass through one of the slots
of an empty tray but be thrown back by the maga-
zines of a loaded tray and release a trigger which pre-
vents the loader from operating.

The unloading is accomplished by having each de-
scending tray deposit its load of magazines on two nar-
row moving belts which extend into the slots in the
tray bottom, as at B, ¥\g. 1. These unloader belts.

trays .spaced 5 ft. apait tliis means a maximum of 12
trays per minute. A 7 in. stack includes thirty-six
92 page Posts or fifteen 124 page Journals, so that
when handling magazines of this size each lowerer has
a maximum capacity of 25,920 Posts or 10,800 Joiir-
nals per hour.

The drive for the two lowerers, which is operated
by one Ti/o li.p. electric motor, is arranged so that the
trays will deliver their loads of magazines at the
proper alternate intervals to avoid interference when
they ai'c delivered to the same belt conveyor in the de-
livery room. It is so arranged that a spare motor can
be thrown in on short notice in case of trouble with
the other motor. The two belt conveyor systems in

BOSTON SYMPOSIUM OX SELECTIVE PACKAGE AXD PNEIMATIC CONVEYORS

FlO. 2 ViKW OF ONE OF THE UNLOADING BELTS IN THE DELIVERY FiG. 3 \'lL\\ OK ONE OK THE AIaIL Bao ElEVATORS FOR RAISING

Room Bags to the Horizontal Conveyor

the (Iclivfi-y room are eat'li driven by a 1 li.p. motor.

Tile electric control system is arranged so that the
machines can be started and stopped from any floor
and each lowcrer is equipped with counters at head
and foot and on each loader, so that the number of
stacks of magazines can be accurately counted and
also that the counts from the different counters checked
up to see that they tally and that none of them have
been tampered with.

The mail bags are tilled at the
mailing tables in the delivery
room, taken to the north end of
the room and either stored on a
mezzanine floor for a future ship-
ment, or weighed and sent out at
once. Since there are sevei'al hun-
tlrcd of these bags to be handled
per hour, it would mean consider-
able labor and moi'e or less confu-
sion to truck them all the way
through the room, besides which it
is necessary to take f)art of them
to the mezzanine tlooi'. It was de-
cided, therefore, to install three
continuously moving chain and
arm elevators, located at con-
venient points, and an overhead

apron cari-ier. or moving platform, running to the
north end of the room and delivering to the mezza-
nine rioor. The attendant dumps the mail bags
from his truck at the foot of an elevator, they are
taken up and delivered to the apron conveyor, carried
to tile north end of the room and deposited on the
mezzanine floor. Here a second man either places the
bags in a certain compartment, according to their des-
tination, or sends them down a
chute to the weighers on the first
floor.

These elevators, one of which is
shown in Fig. 3, are of a special
design arranged so as not to ex-
tend below the flooi' level and yet
be easily loaded at the floor level.
The chains are 6 in. pitch, steel
bushed, steel roller cliains and at
intervals of 61/-; ft., there are arms
consisting of two brackets attached
to the chain with pin connections
to allow of flexibility and having
curved steel plates across the full
width. The path of the chains is
shown in Fig. 4. When an at-
tendant dumps a mail bag on the
steel plate just abovi' the floor,

Fig. 4 Details ok the Mail Bag Elevator and Arrangement of the Horizontal Bag Conveyor

BOSTON SYMPOSIUM ON SELECTIVE PACKAGE AND PNEUMATIC CONVEYORS

253

Fig. 5 ^■IEW of the Horizontal Mail Bag Conveyor in Operation

an arm comes along and sweeps it up around the curve.
caiTving it up and discharging it at the upper turn
' so that it falls on the steel apron conveyor.

The apron conveyor, a view of which appears in

Fig. 5, is made up with two 12 in. pitch, steel bushed,
steel roller chains with corrugated steel slats attached
to them so as to form a continuous apron 3 ft. wide.
The mail bags ride along on the apron to the end of the

5 feel Chute on each Fl.

;■- When Fire Door is Closed
uhioadtng fingers ore in
this position

Nofe:

-Approx. 9-0"C.foC.
DETAIL OF TRAY

The numbers on Trai^ denote the Floor to wtiich the :

Package is to be unloaded and they must be placed

in the right position to get to their Destination

Haxirnum Load on Trays = 150

Speed 60 Ft per Mi n.

Capacity 5000 Packages per l^our

"iiii'
SIDE ELEVATION

Fig. 6 Detail.^ of the Compartme.nt Lowerer de.signed for
Delivering Packages prom any Floor of a Building to
any other Floor de.sired

254 THE POWER PROBLEM IN THE ELECTROLYTIC DEPOSITION OF METAI>S, H. E. LONGAVELL

conveyor and tall ol! into a eliutc as the chains pass
around the sprocket wheels.

The apron conveyor is 166 ft. long and operates at
a speed of 80 ft. per miu. It is driven by a 10 h.p.
motor, and the speed reductions from tliis motoi- and
also from the elevator motors are made by silent chain
drives from the motors to the first counter shafts and
then with cut gears.

Each elevator is driven by a 8 h.p. motoi', and at a
speed of 65-ft. pei- mill., lias a capacity of 600 mail
bags per hour, the inaximinn weight of the bags being
about 200 lb.

Fig. 6 shows a later tj-pe of elevator and lowt-rer,

known as the compartiuent lowerer. It will be seen
that the tray of this conveyor is made up of live com-
])artinents. and the building in wliieli it is used is five
stories high. The machine is used where boxes are
loaded from various floors and it is the wish to unload
at various tloors. Each compartment has a ntimber
(corresponding to a different floor. ^Material put on at
any floor and assigned to the fourth flooi-, would of
course be put in the fourth comi)artment, and at that
point would be automatically discharged by the roller
fingers as shown opposite the fire door openings. The
speed is 60 ft. per min. and the capacity about 3000
packages per hour.

THE POWER PROBLEM IN THE ELECTROLYTIC DEPOSITION

OF METALS

BY H. K. LONGWKLL, PITTSBIKGH, P.\.
Member of the Society

CT^ HE ini < tiny of the Society in New York on Jaiiu-
-* a)-y I), 1914, ivas a joint meeting with the Ameri-
tcan Institute of Electrical Engineers and the American
Electrochemical Society, at whieh was held a sympo-
sium on the subject of Electrolytic Deposition of Metals.
Lawrence Addieks, Mem.Am.Soc.M.E., representing
the American Electrochemical Society, delivered a
paper on Limitations of the Problem of Electrolytic
Deposition, while F. D. Neivburii, of the Anurieun In^
stitutc of Electrical Engineers, presented a paper on
Sources of Direct Current for Electrochemical I'roe-
essis. n. E. Longwell, Mem.Am.Soc.M.E.. n ad a paper
on the Power Problem in Electrolytic Deposition of
Mifals, in ivhich he discussed som( interesting ph<ises
of the problem of power production iu industries of
this class. If IS ri marks an pn si nidi hiloir in abstract
form.

In dealing with any technical iirohlem. conunon sense
is most useful ; but technical knowledge without com-
mon sense is disasti-ous. 1 want to emi>hasize the fall-
lacy of attaching' too nuicli imiiortance to the qtiestion
of mere fuel economy in a power plant, because I think
there is a little tendency in this direction iu the pre-
sentation of the problem that has been submitted as a
foundation for this discussion. Sundry estimates are
subiiiitted as repi'esenting the problem cost of steam
and ilcrtrical energy, exclusive of administration,
taxes, dejirecnation and interest charges. The items of
interest, taxes, insurance and depreciation, or more
exactly, amortization, are too important to be ignored.
These so-called fixed charges, or investment costs, are
in general greater in amount than the total cost of la-
bor, operating supjilies and maintenance. They are
especially significant in that they measure the cost of
fuel economy.

To illustrate, let tis consider the probable compara-
tive jierformances of a high grade steam turbine plant,
and a gas engine and producer plant, consisting of
several 1500 kw. generating units. The electrolytic re-
fining industry offers any investment in the interest of
economy, an unustially favorable opportunity to
" make good," becatise the investment is permitted to
work at its utmost intensity continuously 24 hours per
day every day in the week.

Asstiming the fuel to be the highest grade of bitu-
minous or semiliittiminous coal, having a calorific value
of 14r)00 B.t.ti. per lb., the gas engine and jn-odueer
plant, would, under test conditions, effect a saving of
U, lb. of coal per kw-hr. over the tur])ine jilant. or say
2 tons per annum. If the coal costs as much as $3 per
ton this would mean a saving of $6 per kw-year.

The gas engine and producer plant will cost about
.$50 i)er kw. more than the steam turbine plant, and the
question arises as to whether it is worth while to in-
vest .iiSO in plant to save .$6 a year. Naturally there
will be differences of opinion as to what would consti-
tute an attractive return on this extra investment. For
my own part, I shotild want 6 per cent for interest, 1
per cent for taxes, 1 per cent for insurance, and 2 per
cent for maintenance. Having due regard to the ap-
palling speed with which new things in engineering
become old, I shouldn't feel comfortable unless I had
a sinking fund of 8 per cent to provide for the safe re-
turn of my capital. The sum of these items amounts
to 18 per cent. Even with this gross return assured, I
think I should be inclined to regard a 6 per cent rnort^
gage as a more attractive investment. In my own
opinion the gross return should be not less than 20 per
cent per annum, so that this saving of $6 per kw-year
would be too expensive if it required an extra invest-

THE POWER PROBLEM IN THE ELECTROLYTIC DEPOSITION OF METALS, H. E. LONGWELL 2.55

merit of more tluui -$30 per k\v. in plant equipment.
Those wlio are interested in the determination of the
true cost of electrical energy will ])rofit by reading a
paper, Standardization of I\Ietliod for Determining
and Comparing Power Costs in Steam Plants, pre-
sented jointly by Messrs. H. G. Stott and W. V. Gor-

tlie problem, if live steam were used for heating the
electrolyte, tlie total steam from the boilers would be
used as follows : One-half for electric power generator,
one-quarter for steam driven auxiliaries, and one-quar-
ter for lieating tlie electrolyte. Steam driven auxilia-
ries are not as a rule so efficient that they abstract any

Fig. 1 Sectional View through a typical expansion .steam turbine of the Parsons tvpe

such, at the June 1913 meeting of the American Insti-
tute of Electrical Engineers.

Witli respect to the type of power plant best suited
for the electrolytic refining of copper, I tliink we may
safely eliminate the gas engine equipment from serious
consideration. If the plant will be located where there
is an abundant water supply available for condensing
purposes, and where the cost of fuel is reasonable, such
as to enable a steam plant to display its best economy,
the gas engine plant would be a doubtful investment,
even were tliere no especial reason wliy it is not desi-
rable for this particular class of work. Tliere appears,
however, to be one reason why the proposition is pecu-
liarly one for a steam plant, whicli is based on jircmises
supplied by those actively engaged in electrolytic cop-
per refining. According to Mr. Addicks" statement of

serious amount of heat from the steam passing through
them, so that for the puiijose of heating the electro-
lyte, the exhaust from these auxiliaries would be prac-
tically as effective as an equal quantity of boiler steam.
Therefore the boiler steam required for auxiliaries and
for heating the electrolyte, would be ai)proximately ^)0
per cent of the amount recpiired for generating the
electric current.

I am informed by the general manager of one of the
largest refineries in tliis country that in a plant having
an output of .^)00 tons of refined copper per day, the
waste lieat boilers connected to the reverberatory iwv-
naces forming a part of such a plant, should be cap-
able of supplying 50,000 lb. of steam jier liour. This
is somewhat over 40 per cent of the steam required by
the main trenerating units, or practically enougii to oji-

FiG. 2 A 1500-Kw. gear-driven turbo-generator installed

BESIDE A RECIPR0C.\TING ENGINE SET OF SAME NOMINAL

capacity

Fig. 3 A yuUU-Kw. gear-driven direct-current turbo-
generator operated BY" THE CLEVELAND ELECTRIC IlLUM-
iNATiNf: Company'

256 THE POWER PKOULE.M IX THE ELECTROLYTIC DEPOSITION OF METALS, H. E. LONGWELL

eraU' all of the auxiliaries that would usually be run
by independent stcain motors in a steam driven plant,
and the exhaust fi'om these auxiliaries would take care
of the heating of the electrolyte. This quantity of
steam is too important to ignore and even though gas-
engine driven main generating units were installed it
would be necessary to make use of this steam from the
waste heat boilers.

As I understand it, the practical dilBculty arises
from the fact that while the tanks are operated con-
tinuously, it is not usual to run the furnaces on Sun-
day. Consequently it would Ije necessary to have a
considerable boiler plant in reserve to be o])erated only
one day in each week foi- the purpose of tiding the
plant over .Sunday. And so even if there were no
(|Ucstion as to the couniiercial economy of a gas engine

figures. It is not denied that this combination has its
legitimate uses, but it is most certain that mature
judgment is recpiiied for determining the conditions
under whieli it may be recommended.

Admitting tlie hypothetical economy of the combi-
nation, let us consider the features that tend to offset
tliis advantage. We have fii'st increased initial cost.
A low-pi'essure turbine will in many instances cost 75
to 80 per cent more per kw. than a complete expan-
sion tui-bine. That this is reasonable may be seen read-
ily by an inspection of Fig. 1, which is a sectional view
through a typical expansion steam turbine of the Par-
sons type. Let \is assume that the capacity of this ma-
chine is 3000 kw. What we must do to convert this
3000-kw. turl)ine into a low-pressure turbine of half
this capacity, is simjily to cut out that portion included

Fll.;. -1 .\ i."jO-K\\. c.I,AK-IjK1\ K.\ DIKEeX-CUKKENT TUKBO-GENERATOR IN U.SE BY THE LoUISVILLE ifc Xa.'^HVILLE U. R.

and producer plant as a general proposition, this one
practical operating condition would be sufficient to rob
it of all of its theoretical advantages. In a steam plant
the regular boiler equipment is so flexible that it will
readily take care of the fluctuations in the output of
the waste heat boilei-s. Since with modern mechanical
stokei-s it is not unusual to force boilers to 200 and 300
per cent of their normal rating, it is evident that no
decidedly disproportionate boiler equipment would be
required to carry the plant over the weekly interval
in which the waste heat boilers are out of commission.
The combination of a compound reciprocating en-
gine exhausting into a low-pressure condensing tur-
bine looks on first consideration to be inviting, since it
is generally admitted that between the limits of the
usual l)oilei- pressure and atmospheric exhaust pres-
sure, a reciprocating engine is usually more efficient
than it is (Mistoniary to make the portion of a complete
expansion turbine tiiat takes care of tliis part of the
pressure range. While the superior fuel economy of
this combination seems very ajjparent from purely
theoretical considerations, there is comparatively little
available itifoi-mation regarding its amount in actual

between the two vertical lines AB and CD, and in-
crease the inlet opening some six or eight times. Now
it does not require any unusual qualifications to see
that the part eliminated does not by any means repre-
sent one-half of the cost of the 3000-kw machine.
Neither would any one of reasonable intelligence ex-
pect to purchase 1500-kw. capacity in a reciprocating
engine for any sum remotely approaching the cost of
the section that has been eliminated from the complete
expansion turbine. Again, no one would seriously
claim that the expense of installing the combination
unit would be less than twice that of installing the sin-
gle complete expansion unit, and no one would suggest
that the charges for attendance, maintenance and op-
erating supplies would be approximately equal for the
two units.

There are, doubtless, cases in which the possibility
of consei-ving reciprocating engines already in use
would justify this combination type of unit, but in a
plant that is new throughout its desirabilit.y is. to say
the least, highly problematical. Tlie most important
installation of combination units in the world was car-
ried out under the direction of Mr. Stott. He had the

THE POWER PROBLEM IN THE ELECTROLYTIC DEPOSmON OF METALS, H. E. LOXGWELL 257

justification of eonserviug valuable reciprocating eu-
gine equipment which was in excellent physical condi-
tion, and there can be no question that the best pos-
sible engineering judgment was exercised in designing
and executing the project.

As regards the comparative merits of compound auci
triple expansion reciprocating engines, and turbines,
as prime movers, the trend of general practice in power
plant design sliows pretty conclusively that the turbine
has the advantage. It has economic possibilities equal
at least to those of the reciprocating engine, and mark-
edly better when working witli the high vacuums ob-
tainable with the newer types of condensing apparatus
and the copious supply of cooling water that is inva-
riably found in places that would be regarded as fa-
vorable locations for electrolytic copper refining
plants.

I speak of the economic possibilities of a certain type
of prime mover rather than of its inherent economy,
because the latter is inseparably associated with the
type. A prime mover is not economical simply because
it is a compound engine, a triple expansion engine or a
turbine, but because it is economical by design. Tliere
are hundreds of triple expansion engines that are less
economical than some compound engines. In fact I am
not sure that there are authentic records of triple ex-
pansion engines which show sufficient improvement
over the economic results of the best examples of two-
cjdinder compound engines to justify the added com-
plication and expense of the third cylinder and its
connections.

It is possible to design a turbine that will be less eco-
nomical than a very ordinary multiple expansion re-
ciprocating engine. On the other hand turbines are
built tliat under suitable operating conditions give
economic results that cannot be equalled by reciprocat-
ing engines of any type, however skilfully designed, if
operated under the same conditions. The advocates of
the turbine can afford to be unnecessarily modest, and
claim no more than equality with other types of prime
mover as regards steam economy, for there remain still
the unquestioned advantages of lesser cost, and smaller
installation expenses.

For some years the turbine was at a disadvantage in
plants in wliich it was desirable to generate direct cur-
lent, for the reason that the rotative speed of an effi-
cient steam turbine, and the rotative speed of a reli-
able efficient direct-current generator are not compat-
ible. This inability has happily been removed by the
development of a reliable transmissiosi gear, wdiich al-
lows any reasonable speed ratio between the turbine
and the generator. This gearing has an efficiency of
over 98 per cent, and has been in public use long
enough to demonstrate that in point of reliability and

durability it is at least on a par witli any other kind
of apparatus installed as a part of an electric power
plant.

Fig. 2 is a view of one of two ISOO-kw. geared sets
installed at San Diego, Cal. Tlu; illustration gives a
good idea of tlie size of this unit as compared with an
engine driven set of approximately the same nominal
capacity. One of these sets was in regular service two
years on September 3, 1913, and the second was in
service two years on Februai-y 15, 1914. Fig. 3 shows
one of two 3000-kw. geared direct-current turbo-gen-
erator sets installed for the Cleveland Electric Illumi-
nating Comjjany. One of these sets was put in service
a year ago January 20, 1914. It is fair to say that
in this case the exhaust of the turbines is used for dis-
trict heating, and the units operate only during the
heating season. Fig. 4 shows a 750-kw. set owned by
tlie Louisville & Nashville Railroad Company, which
has been in service just about one year. In addition
to the sets illustrated, I might mention six others of
750 and 1500 kw. capacity, all of which have been in.
regular service for more than two years, and the oldest
of which will have been in service three years on April
4, 1915.

While tlie geared direct-current unit costs more than
an alternating-current turbo-generator unit of the
same capacity, it is cheaper and somewhat more efiS-
cient than the combination of an alternating-eiirrent
unit and rotary converter. I am not in possession of
reliable costs for compound reciprocating engine-
driven units, but commercial experience indicates that
the geared turbine-driven unit has an advantage as
regards price at the factory. With freight and instal-
lation costs added, tiie advantage is obviously more
marked.

Figures purporting to give probable plant and unit
power costs are as a rule unsatisfactory because they
are affected by too many variable factors. As regards
plant cost, it might be said that depending on the ex-
pensiveness or simplicity of one's architectural tastes,
his luck in selecting a contractor, his resourcefulness
as a designer, his finesse as a buyer, the accessibility of
the site selected, the state of the weather, etc., he ought
to be able to build a really good turbine-driven plant
of from 6000 to 9000 kw. capacity, for around $75 per
kilowatt.

As regards the cost of power : if one is satisfied with
investment charges of 101,4 per cent per annum, if he
can buy really good coal at not to exceed .$8 per ton,
if he is a capable manager and a careful operator, and
reasonably economical, he ought, with a plant of this
size, to be able to produce a kw-hr. at the switchboard
with substantially 100 per cent load factor, for around
4.3 mills.

NOTES OX THE EEOW OE OIE IX PIPES

BV K 1 DYKU,' SAN I- KANCISCO, CAL.

Noii-Mt-iril)rr

j^ T (I meeting of flu Smi Francisco S: clion of IIk
-^-* Am.Hoc.M.E., Ik Id Fcbruarij JO, the topic for
discussion ivas The Transportation of Crude Oil in Pipe
lAnes. K. I. Dyer, cngineer-in-chief for the Union
Oil Company of Ccdifornia, led the discussion by read-
ing a paper prepared with special reference to experi-
mental work on one of the oil pipe lines of his company,
to determine the various factors influencing the loss
due to friction in pumping oil through pipe lines, and
the derivation of formulae by which the friction losses
could he calculated. An abstract of ih< pupir iind
ri port of the meeting is given herewith.

An oil pipi' Hue is j)riinarily an investment, and as
such, exists for the puipose of enabling its owuei's to
derive protit either directly from the operation of the
line itself, or from otlier associated enterprises. The
time element has always been an important considera-
tion in its construction. In this state, the production
of oil has increased at such a rapid rate and with such
suddenness at times, that it has been absolutely neces-
sary to build long pipe lines on short notice, and these
■conditions have unfavorably influenced their design by
putting a premium on practice which, while not usu-
ally preventing the pipe line from being constructed
witli reasonable certainty of success as an investment,
has too frequently not residted in the most profitable
investment possible.

Fortunately, undertakings of tliis character have
been safeguarded as a rule by a variety of favorable
cireuinstanees tending to offset mistakes of design, (^ne
of tliese has been tlie absence of competition, due to the
costly nature of operations on a scale sufficiently large
to render such competition eft'ective, and another has
been that experience has developed an empirical prac-
tice which provides reasonable protection against a con-
sidei'able variation in i)hysical conditions. As a rule,
buildei's of pipe lines have been content to follow close-
ly in the footsteps of others, so that we see on every
hand too much slavisli imitation and rule-of-thumb
engineering, with too little evidence of initiative. As
a matter of fact, the immense number of variables to
be dealt with, particularly with California oils, is
enough to warrant a great deal of conservatism. The
in'cessity foi- quick action has made designers of pipe
lines the victims of circumstances, and the multifarious
duties e.\acted of most engineers connected with oil
companies, together witli a general lack of sympathy
with research work, luis discouraged investigation of

' Eiigincer-in tliiof, I'niiiu (ill Coinpauy of California.

the finidaiiiriital vari;ihlcs whieh are at the bottom of
all pipe line design.

Hence it is that, as a ride, the oil pipe line in Cali-
fornia, regarded either as an investment or as a purely
physical problem, does not always represent the best
l)ossible solution that might be made for exactly the
same conditions. The most economical pipe line for a
given service cannot be determined in advance without
a working knowledge of the laws governing the flow of
oil in pipes in general. The determination of these
laws offers the most important single problem in con-
nection with pipe line work. Everytliing else depends
on it. Unless the lo.ss of head by friction can be pre-
determined with reasonable accuracy, every element
entering into both the first and tlie 0])erating costs of
an installation is uncertain, and should the design be
undertaken in an era of keen competition and small
margins of profit, a losing venture might easily result.

In view of the importance of this j)liase of the sub-
ject, this discussion is confined as far as possible to
points bearing upon the friction head in oil pipe lines.
Neither a full nor a general analysis is attempted, nor
is anything oft'ered jnirporting to be a complete and
final solution of the problem. The information offered
is of a fragmentary and tentative character, based on
obsei'vations unfortunately subject to considerable
error, as will ajipear later, and it is lioped that it will
promote discussion and stimulate investigations wliich
tile importance of the subject demands, and if possible,
at the same time, be suggestive of an avenue of ap-
proach toward a logical and complete method of deter-
mining the friction head for any given oil under any
given conditions.

The problem of piping oil differs from that of piping
water primarily in the fact that, whereas water is a
fluid of well-defined and of almost constant physical
characteristics within ordinary temperature limits, oil
is quite the opposite; no two oils are exactly alike and
even any one oil is subject to important physical
changes under variable temperature. While the flow
of water through pipes offers in itself a sufficiently
difficult problem, still tlie laws governing it have been
determined empirically with sufficient exactness to
meet all ordinary, practical requirements. For pres-
ent purposes water may be considered as a liquid of
almost negligible viscosity at all ordinary tempera-
tures, althougli tliis is not strictly correct, as will ap-
pear later. Oil, on the other liaiid, is a liipiid of rela-
tively great viscosity, much affected by change of tem-
l)ei'ature. Tlie principal difference between the two

258

NOTES ON THE FLOW OF OIL IN PIPE8, E. I. DYER

259

from a pipe line point of view lies iu this question of
viscosity and it is logical to suspect that any solution
of oil flow problems will be found to involve viscosity
in some form or other.

Viscosity may be defined as that property of a liquid
which causes it to ofl:'er resistance to relative motion of
its parts and to change of form. More specifically, it
has been defined by Clerk Maxwell as " the tangential
force per unit area of eithei- of two horizontal planes
at the unit of distance apart, one of wliich planes is
fixed, while the other moves witli unit velocity, the
space between being filled with the viscous liquid."

The viscosity of any liquid may be measured in tlie

the approximate viscosity of water at a temperature
of GO deg. fahr., and a typical fuel oil of 16 deg. to 17
deg. Be. has a viscosity of about 9000 at the same tem-
perature.

It will be seen that the phenomena occurring in this
instrument do not differ radically from those in a pipe
line except that the entrance eflieets are relatively large
and the operation is on a small scale, under variable
head and under constant temperature. As previously
indicated, the viscosity of oil varies over a wide range
with change of temperature. Thus, a cei-tain oil of 16.6
deg. Be. gravity has a viscosity of 200 at 200 deg. fahr.
and about 13,000 at 50 deg. fahr. In other words, at

TIME m SE.C0ND5

5

;ale f

OR VI

jCOSIT

VOF

IVAIER

\

1

1

\

a

\

\

\

>*-

1

150

\

v\

\

^

31

1

\\\

\

ss,^:i

\\

^j

--

'2 I'B

^ Conf

V

\-^

^

S

pbou

t^%

Vofer_

\

\

\

x^

\

\

^

==^

g

IS-B,

con

ommi

\

^

.^^

a boh

tl%.

Wale,

\

~~"

--•

.

iee:_

9p. CO.

faini

'JQ ait

7uJ ^

■iWol

15'

>e. —

■ '

\

2C^

l£2

'.S^,,

i^obo

ji ?;

.Wale

r

^

6000 7000 8000

Tint IN SECONDS.

Fig. 1 Curves showing Relation of Viscosity to Temperature in Several Different Crude Oils

laboratory and can be expressed either as absolute vis-
cosity iu c.g.s. or gravitational units, or else iu some
empirical unit. An arbitrary unit is more convenient
for practical purposes, as simple apparatus may be
used and no computations are required. The instru-
ment used is known as a viscosimeter or viscometer.
The type which finds most general application in this
country consists of a cylindrical vessel of known vol-
ume and form surrounded by a water jacket which may
be maintained at any desired temperature. At the bot-
tom of this vessel is a small circular orifice of definite
dimensions with a definite form of entrance. A meas-
ured quantity of the liquid to be tested is put into the
vessel and the time required to run through the outlet
in seconds is taken as the viscosity of that liquid at
that temperature. Thus, if the time is 30 seconds, the
viscositv is called 30. This figure in fact represents

the lower temperature it takes 65 times as long to tlow
tlirough the standard orifice as it does at the higher
temperature. The curves iu Fig. 1 illustrate the
change of viscosity for several crude oils with change
of temperature. It is worth noting in passing that the
heavy and the light oils tend to show about the same
viscosity at a temperature of 200 deg. fahr., and as we
have seen that viscosity is the measure of the resistance
of an oil to change of form, these curves should convey
a lesson to those who are interested in cutting down the
steam required for atomizing oil in burners. The same
sheet also shows the effect of change of temperature on
water: although the change is not great as compared
with oil, still it is quite noticeable.

Having noted the effect of temperature variation on
the viscosity of oil, it will be instructive to make sim-
ilar observations on the effect of temperature on the

260

NOTES OX THE IT.OW OF OIL E\ I'IPES, E. L DYER

resistance to tiow oi oil iji pipe lines. In making these
observations it has been convenient to use the Chezy
foiinula in the form given by Unwin for use witli
water. This formula is largely used by engineers and
may be expressed as follows:

0.1008 -■

ZQ'L

d'

Hi

Where s ^ an arbitrary coefficient depending on diam-
eter, velocity and ronglmess of surface
h = loss of head, feet
Q = quantity, cubic feet per second
L --= length, feet
d =^ diameter, feet

Transposing, we have

hd'

? =

Q.WOSQ'L '"'

\iy use of this last expression, 5 can be determined
without difficulty for a7iy oil in a pipe line by a series
of observations, for anj' temperatures, size of pipes, rate
of flow, etc. At the same time the viscosity of the same
oils over the same range of temperatures can be deter-
mined with a viscometer. Two sets of cun-es can then
be plotted, one showing the relation existing between
tempei'ature and q as observed in a pipe line and the
other, the relation tjetweeu temperature and viscosity
as deteiTuined by tlie viscometer. From these eui'A'es
two empirical equations may be detei'mined and t
(temperature) eliminated, giving g in terms of vis-
cosity. By substituting tliis value of ? in equation |1]
we would then expect to have an expression of the form

h =

d'

where c is a constant and / (r;) represents some func-
tion of Y], the coefficient of viscosity. By a series of
tests we might reasonably expect to be able to deter-
mine by these means such constants as would enable us
to predetermine the drop in pressure for any oil in any
pipe line by measurements of viscosity made in the
laboratory.

To make the determinations covering all possible
conditions naturally requires an extensive equipment,
patience and sustained effort. I have already indicated
some of the obstacles in the w^v of the engineer of the
oil company, preventing W'ork of this character being
done. Nevertlieless it lias been possible to keep records
of everychiy operations which afford some approxima-
tion to accuracy. In one place wliieh 1 have had under
observation for some years thei'e are two oil pipe lines
respectively 6 in. and 8 in. in diameter and about 2
miles long, which are in intermittent service as occa-
sion demands, carrying a vai-iety of oils, usually at a
fairly constant rate of about 500 bbl. per liour. The
tempei'atures available and the rate of flow are such as
commercial considerations dictate, so that it has been
impossible to make changes for experimental pui-poses.
The mean temperature in the pipe line averages about
110 deg. faiir. The lines are buried for practically

tlieir entire length, although they are exposed for con-
siderable distances, and for the most part they are
practically straight. They are equipped with gages
and theimometers and the elevations are of course
known. Tiie gages are of ordinary commercial type
and therefore at times very unreliable, but they are,
liowever, calibrated at more or less frequent intei-vals
by a standard gage which is it.self cheeked from time
to time on a dead weiglit tester. Errors of pressure
have undoubtedly crept in; the observations as to
((uantities, temperatures, etc., are made by the regular
operators and are also known to be inaccurate at times.
In general, commercial requirements do not permit of
tlie conditions being varied at will for purposes of test

110

100

90

•

,

•

•

•

:\

X, .

. ,

•

k;^.

. •

For 8"

W.f.Pipe,

. "'''

•

'^- 0.100s Q'L

•

C,02
VALUES OF cc

Fig. 2 Curve showing Approximate Relation between
Value of f and Temperature in 8-In. Pipe Line

and in other respects they are not ideal. It is particu-
larly unfortunate that higher rates of flow and rangea
of temperatuie have not been available, but their ab-
sence should not interfere witli the general truth, of
the deductions which 1 am about to make.

Values of :; have been computed for tlie two lines for
some 120 or more runs. Those for the 8 in. line have
l)een analyzed and tabulated and the residts given here
are for that line. Values of ; have been plotted against
temperature as shown in Fig. 2. tlie temperature used
being tlie arithmetical mean of the temperatures at
both ends of the line. The logaritlimic mean would
])robal)ly give greater accuracy but there are so many
other uncertainties that it is probable that the fall of
temperature in the line is not strictly uniform any-
way. The oil represented in the t-q curves varies in
gravity from 16 to 17 deg. Be. There are a few freak
points, but on the whole a fair curve can be drawn
wliich is reasonably representative of the average

NOTES ON THE FLOW OF OIL IN PIPES, E. I. DYER

261

While the curve may uot be strictly correct, it is evi-
dent that it unmistakably shows that q decreases regu-
larly with increase of temperature.

If we compare the <-? and t-r, curves we will at once
be impressed by their similarity and if we examine the
viscosity curve for 16.6 deg. Be. oil, particularly that
portion wliich lies between the same temperature limits
as the t-z curve, it will be seen that the similarity is
very striking. In fact, plotting the two on the same
sheet with the same temperature scale and the ? scale
suitably adjusted, the curves can be made practically
to coincide. By means of this expedient I have de-
duced the relation

_ T] — 930
^ "" 30667
Now if this value of q be substituted in equation [1]
we have

Q'L (0.001075 -q — 1)

h =

[3]

327d^

This relation has been checked in several instances and
the agreement with observed facts was as close as might
be expected under the conditions. You will notice that
with viscosity of 930 the expression becomes zero and
indicates one of the limits of the formula. The form-
ula is not proposed for serious use, but is given as a
sample of one method of approach. With an accurate
series of observations there is no reason that I see why
a formula cannot be developed in this way to cover all
conditions. If we inspect the temperature — viscosity
curves again it will be seen that what is true of 16.6
deg. Be. oil between the temperatures of 100 and 120
deg. appears also to be approximately true for

12 gravity oil between 145 and 165 deg.

15 gravity oil between 110 and 1-10 deg.

18 gravity oil between 75 and 100 deg.
because the curves are of the same form and general
slope between those temperatui-e limits.

I have digressed slightly from the course I had
mapped out. wherein I had intended to show how ;
might be expressed in terms of r, by equating the value
of t found from the empirical equations of the temper-
ature-viscosity and temperature-? cui-ves.

H. E. Boner, engineer of tests of the Union Oil Com-
pany, has developed the empirical equations for both
the sets of curves shown, and finds that the equation
of the t-Ti curve is

_ (584.5)^-"

from wliich

t =

(t + 50)
584.5

+ 65

50

(r; — 65)"-"

He has also derived tlie empirical equation for the t-q
curve, which is

70

from which

/ 70 \ «■"
[-t + 5 )

By equating the two values for t tlius obtained, the
value of q is found to be

1.555 1 „ „.

13

1

l(ri — eS)"-'''
Substituting this value for q in equation [1] we have

■1 =

o.ioosy-x

d-'

1.555

13

J-O.IISS

l(Y) — 65)''-i«"

This expression gives values for the lost head some-
what higher tlian the relation first deduced in equation
[3] and as far as it has been checked, with no greater
accuracy. It, however, offers greater pi'omise of ex-
tension over a wider range of temperatures. It will
be noted that it does not become zero until the coeffi-
cient of viscosity becomes as small as 65. I might say
that the t-r, and t-q empirical equations when plotted
give curves agreeing very nearly with the curves
plotted from the original j)oints. In considering these
equations, it sliould be borne in mind that they are de-
veloped from a limited series of tests made on but a few
oils over a narrow temperature and velocity range.

If an attempt is made to apply them to conditions
differing materially from those under which the runs
were made, it will be found that correct results will
not be given. Therefore I wish to emphasize the point
that I have not been attempting to offer a solution of
the problem, but rather to indicate a promising method
for arriving at the solution. The velocities used in the
above determinations are lower than those found in
practice in the field, and this is an important point of
difference. The same method of development can be
employed to determine the effect of velocity, but this
has not been done as yet. I feel certain, however, that
the methods indicated if carried out on an extensive
scale and under test conditions, can be made to yield
reliable i-esults and if this actually proves to be the
case, the starting point in pipe line design may be in
the laboratory, commencing with the viscosimeter.

DISCUSSION

Wyxx Meredith. The commercial considerations have,
as Mr. Dyer has stated, prevented the obtaining of precise
data of existing lines as to the governing- factors in the
pumping of California oils. The development of empirical
formulae to tit conditions within certain limits is very in-
teresting. The temperatures used in pumping California oils
run from about 140 deg. falir. down to whatever it comes to
at the delivery station, the stations being usually 12 to 14
miles apart. This temperature is about as high as can be
used with the light oils without losing valuable gases; with
the hea\4er fuel oils the temperature can be raised very much
higher without serious loss, because they have very little to
lose.

The general practice in pumping is to have about 800 lb.
pressure at the initial station. Aside from the distances be-
tween stations, the rate of loss of heat is largely affected by
the nature of the ground traversed by tlie pipe line, and has
a governing effect upon the proper location of stations. One

202

NOTES ON THE FLOW OF OIL L\ I'lPES, E. L DYER

curious tiling tliat liappens in pumping lieateil licavy oils in
a line witli a iionnal capacity of say 20,000 bbl.. is tliat wlicn
operating at a rate of from 6,000 to 8,000 bbl., the initial
pressure is actually greater than it is when pumping up to
15,000 or 20,000 bbl. This follows naturally, because at the
higher rate the oil carries the heat further and maintains a
greater tluidity throughout the liiie. But it is rather curious
to see a pump working under one-third capacity with a i)res-
sure even greater than when running at full capacity.

The economic pumping of heated California oils requires,
among other things, the proper locating of pumping sta-
tions with reference to distance between stations, due con-
sideration being given to differences in altitude. A correct
fornuila for the determining of friction head would be of
great value in the calculations. Experience with existing
lines has shown the limitations to a considerable extent. For-
tunately, the errors of calculation with present knowledge
are capable of fairly simple correction by the addition of
somewhat larger pipe on the delivery end in the event of sta-
tions being located slightly too far apart.

The method of equalizing different divisions of a pumping
line may also be used to maintain the capacity when it is re-
quireil to pump heavier oils, which usually follow upon the
decline of an oil field. This method of correction is exactly
similar to that used in electric circuits, wherein the load is
increased beyond originally calculated quantities, and addi-
tional copper is inserted to keep the drop withm economic
limits; only, in the case of an electric circuit, the copper is
usually put on the pumping end instead of the delivery end,
the latter location being more efficient in the case of a hot oil
Inie on account of temperature conditions.

II. \V. CrOZIER. I lia\e been doing considerable work on
this problem, but have attacked it in an entirely different
way. Instead of attempting to calculate the head only, I
have been calculating the hydraulic grade for a whole pump-
ing unit, that is a pumping station and the pipe extending to
the next pumping station. The hydraulic grade line which
the hydraulic engineers have used for many years is a fa-
miliar device. It consists of a sloping straight line so
drawn that one end intersects the surface of the water in the
reservoir supjilying the pipe under consideration (neglecting
entrance losses) and the other end coincides with the surface
of the water in the terminal tank or reservoir. The distance
between the hydraidic grade line and the pipe at any
point is proportional to the pressure at that point and the
slope of the line is ])roportional to the friction loss in the
pipe.

When considciing heated California oils instead of water,
the hydraulic grade line is no longer a straight line but a
curved line which droops as the distance from the pumping
station increa.ses, due to the drop of temperature caused by
heat losses due to radiation and conduction through the
ground in whiih the i)ii)e is laid. The reason I have been
giving so much consideration to the hydraulic grade phase of
this matter is on account of the fact that we have been work-
ing on mountain pipe lines; these are altogether different
from valley lines, where certain definite conditions exist in
each station, (^n one mountain line surmounting a consider-
able summit, four pumping stations, only a few miles apart,
pump the oil up the mountain slope to the summit while on
the down-hill slope the stations are spaced from 18 to 20
miles ajiart, de])endiiig on the slope. P\nn[)ing stations on

this same line serving relatively level sections are 13 miles
apart.

During the construction of that line everybody foresaw
trouble in getting the oil uphill. My contention was that the
linutation of the line would be, not in getting the oil up the
hill, but down, my reason being that there was ample heat
in the oil to keep the temperature high enough to hold the
oil in a fluid condition in the 0-mile ascending sections; but
m the 22 and 26-mile descending sections it was a different
thing altogether, as the curves in Fig. 1 illustrate very
clearly. As the temperature drops due to loss of heat the
\iscosity increases with increased rapidity; hence on the long
descending sections the friction increases rapidly and a limit
is reached at which it is necessary to install a pumping sta-
tion with its heaters to pump the oil along. By using a hy-
draulic grade line platted as accurately as possible, this can
be laid out on the profile of the luie, and the pumping sta-
tions located with considerable accuracy.

Referring to the statement made by the author that equa-
tion [2] was correct for any definite temperature, I would
like to point out a question of premise. The statement is
correct, but in making a test on a pipe line there are no defi-
nite temperatures; there is a certain temperature at one end
of the line, and a certain temperature at the other end of the
line, and 1 think more stress should be given to the tempera-
tures between the two. It is not safe to use the average; it
is much safer to use an integrated value, which can be ob-
tained with a planimeter. The fact that the line goes through
a variable country, with different soil conditions and differ-
ent rate of radiation, is the problem that is confronting the
engineer working in difficult country, or country subject to
overflow, and it is very difficult to estimate what tempera-
ture you are going to get.

Another problem which is perhaps of as much importance
as the question here, is to predict the temperature at the end
of the line. I have been working particularly on long pipe
lines, for instance, where there are a series of four or five
pumping stations pumping oil over a mountain range and
then a long drop, say a 4000 or 5000 ft. to the seaboard, and
the problem is to calculate the temperature gradient; we
know the temperature at the initial point and wish to calcu-
late the temperature at the terminal, so we can determine
between what limits to take the viscosity curve illustrated in
Fig. 1, and thus calculate the capacity of the line. Satisfac-
tory equations have been worked out and partially checked
with observed data.

In regard to the matter mentioned by Mr. Meredith, it
seems extraordinary that such a condition should occur where
juimping stations are operating at say one-third speed, but
such actually is the case; and it is due to the loss of heat as
can he readily seen by examining the temperature viscosity
curves. The heat lost is proportional to the temperature and
surface of the pipe, so when the velocity is low, the heat
losses being the same, the oil rapidly cools, increasing in vis-
cosity and friction until the total head due to friction is
greater than when the velocity is higher when there is more
oil passing to contribute heat to make up the lieat losses.

A. C. McLaughlin". From the standpoint of an operating
oil man, it has always seemed to me that the engineer, in
approaching the question t)f the transportation of oil through

' SuperinteiKii-ut uf Oi urations, Kern Trading & Oil Co., San Fran-
cisco. Cal.

NOTES ON THE FLOW OF OIL IN PIPES, E. I. DYER

263

pipe lines, is too mupli inoliiied tu take as his point of de-
parture tlie transportation or pumping of water through
pipe lines, the laws of whieh are well known. The trans-
portation of oil is an altogether diffei'ent problem. In the
tirst place, ordinan* crude oil is not a simple homogeneous
liquid such as is water, but is a very complex substance, com-
posed of compounds of carbon and hydrogen, which in them-
selves are simple, but which exist in petroleum in almost be-
wildering number. In crude oil we find something like eight
normal series of hydrocarbons, each series being represented
by a large number of compounds differing slightly from each
other in physical characteristics. In addition to these ordi-

J/b

\,

KiriDOFOljL d(g

1 ^^Fahf.

\

/- Rusaan Machine Oil
l-Awen^an -Pole
S- • [ Red

0.5978
09I6Z

ioo

\

V

4- "1 8a

5- Coa lingo

6* 7

lonne

o0nr

9MB
0.95/2?

\

7 - Sunsef

Q94.70:
96112
0. 96618

::;25o

§150

>

\

\

1

\

\

\

X

"-x

\

^

\

\

\

\

\^

\

\

\

\

\

8

m

-I
100

075

050

025

^.,[]^~*,

..^\

\

\

\

\

■\

^

\

V

^

\

^

^

"^

^^^^~

[■>::,

-f

\

\

^^

--^

^===

^=»-.

,

^^

*\

~~— — .

m

~-.r.

^_

-^

— ____

--

■^

^

::::rr

®

-^

=^^==^

— -,

■^^i:::::::;

=^— .

—

^

-— r— =^

TEMPERATURE. DEGREES FAHRENHEIT

Fig. .3 Variation in Absolute Viscosity, in Dynes per Sq. Cm. with Character-
istic California Crude Oils

nary hydrocarbons in petroleum, which we may consider us
the essential constituents, there are a great many impurities
in the form of sulphur compounds and nitrogen compounds.
These impurities are in such large proportions at times as
profoundly to influence the physical characteristics of crude
oil. For example, in some California crude oils as much as
20 per cent of the volume of the crude oil consists of nitrogen
compounds.

Since each series of hydrocarbons is composed of mem-
bers differing but slightly from each other in physical char-
acteristics, the viscosity, boiling point, specific gravity, etc.,
and since each series differs in the same characteristics from
each other series, it follows that rarely two samples of crude
oil are precisely alike. It also follows that if one is to pre-
dict with accuracy the precise actions of a given crude oil
under given conditions of pressure and tera[)erature, it is
necessary that he know the constitution of the crude oil and
the phyi^ital clia'aeteristics of each of its components, which,
of course, is impracticable. Therefore the practical i'>ipe line
man attemjits, in so far as possible, to obtain a mixture of a
large number of crudes, since it is only by getting such a

mixture that he can obtain even approximately constant
physical characteristics. On the other hand, he is limited in
his mixing crude oils by the fact that different crude oils
have different values and must be kept separate. In general,
however, it is the practice of the pipe line companies to mix
their crudes as much as commercial requirements will allow.
Furthermore, examination into the chemical constitution of
crude oil has shown tliat instead of dealing with a homo-
geneous fluid like water, we are dealing with a solution of a
large number of solid substances in an equally large num-
ber of liquids. For bringing out the result of this feature,
I have prepared a number of curves. Fig. 3, showing the
absolute viscosity in dynes per square
centimeter of a number of character-
istic California crude oils varying in
gravity from 14.9 deg. Be. to about
23 deg. Be. An inspection of these
curves shows that above a certain
tem]>erature each crude oil has a
fairly constant viscosity, but that at
that certain temperature the viscosity
changes very rapidly with drop in
temperature. This is explained by
the fact that above the given tempera-
ture all of the constituents of the
crude oil are liquids and the mass
behaves as a liquid of apijroximately
constant viscosity. At this certain
temperature, which we may call the
critical temperature, the solid com-
ponents begin to segregate from the
mass of the liquid and the viscosity
of the oil begins to change with great
rapidity. The result of this is that
the practical pipe line man in pump-
ing California oil tends more and
more to keep the crude above this
critical temperature, as it is only
above that temperature that lie can
figure with any degree of accuracy.
It would therefore seem that success-
ful pumping of California oil will be
brought about by successful methods of heating and success-
ful methods of insulating the lines.

It is observed in pumping hot crude oil through pipe lines
that the temperature falls with comparative rapidity during
the first few miles of its passage through the line, and that
the rate of fall of temperature changes very suddenly and the
loss of heat is comparatively slow for the balance of the
distance into the next station. The explanation of this action
is to be found, I believe, in the nature of the crude oil. In
the first few miles of the pumping, the crude is above its
critical temperature and acts appi'oximately as a homogene-
ous fluid. About 3 to 5 miles from the initial station the
critical temperature is reached, the heavy hydrocarbons be-
gin to segregate and form a coating on the inside of the pipe
which protects the balance of the crude oil into the next
station. Another factor to be taken into consideration is the
speciflc heat of crude oil, wliich is only 0.45 as compared with
water as unity. This means that for a given loss of heat,
the crude oil will drop twice as fast in temperature as water
would.

Another factor which comes in is the matter of mixture of

264

NOTES ON THE FLOW OF OIL IN PIPES, E. I, DYER

oils in pipe lines, which is a matter that has recently aroused
considerable interest on account of tlie so-called Common
Carrier Pipe Line bill. In the case of eastern crudes (Penn-
sylvania crudes and other light oils), where the heavy hydro-
carbons are carried in solution at ordinary temperatures, it
has been found that crude oils mix or contaminate each other
in passing through a pipe line in plugs, to the extent of about
10 per cent of the total capacity, of the line. This was
worked out by Professor Shoter of Cornell University dur-
ing the Standard Oil Company litigation. Now in California
crude oil, where are those heavy hydracarboiis condensing or
segregating on the outside of the pipe line, we naturally get
a very much greater mixture than in Pennsylvania. In fact,
nobody knows how great it is; but no doubt it would be a

valley; and my experience, from tests I made, was that the
oils from JIarieopa had the least viscosity of any oil I tried.

T.\BLE 1

Oil
District

Average Data,
No. Samples Used

Gravity,
(Beaum^), Deg.

Kern

40

1.5.i»

915

Midway. . .

29

16."

518

Sunset., . . .

25

U.K

527

McKitt... .

26

16."

200

Coalinga. . .

62

17.K

341

Viscosity, Using Egler

Viscometer at 20 Deg.

Cent., Seconds

Roughtly Speaking, tests of 12 gravity Maricopa oil had no
s^reater viscosity than 14 irravitv Kern oil. Bulletin No. 19

'

"

IS
>S,I

■n

■-. ^ 46
-9 /?

Tests m
Call fort

ode by
jia PettQ
d m Bui

UN. Coop
leum Ni.
let.n 51.

<er,n 1$
mbers c
Calif urn

'>Son eo Samp/ei
ormponcf fo fhCS
a Stole Mining Bu

of
reou

26

■iV'a

■«

-4

'b

24

\

\

S*

20
18

»

I

^

«

•a

.

•

-iL.

^empe

'o ft/ re

€0'Fq

hr

10

I

3

M

~,n

14

»*)«

L

•jj

H-^

IJ

K

/-ofure

185 -ra

in

*9

—

, «

10 2b 30 55 AO 45 50 55 60 65 70 75 80 65 90 95 100

V15COS1TY(R£DWOOO VISCOMETER. V«TER = I )

Fui. 4 Curves showing Rel.^tion.'; between Gravity .\nd Vlscosity of C.\liforni.\ Crude Petroleum

very important feature in pumping batches of oil through
pipe lines.

R. P. McLaughlin.' The curves in Fig. 4, showing the re-
lation of viscosity and gravity of crude California petroleum,
are presented with the idea that they may call attention to
some points that have not been commonly recognized. De-
velopment of the oil industry in this state has been so rapid
that most men actively engaged in it have had too little time
to stop and summarize. Too frequently a few observations
have been the basis of statements that no general rule could
be formulated.

Arthur F. L. Bell." There is a very notable difference in
the viscosity of oil in different fields, especially the Santa
Barbara field. The Santa Barbara oils of the same grav-
ity show a marked increase in viscosity over the oils of the

Cal.

' Petroleum Dept., California St.ite .Mining Bureau, San Francisco,

-' rliicf Engineer, Associated Oil Company.

of the Bureau of Mines gives the data presented in Table 1.
A. C. McLaughlin. Crude oils vary in viscosity, depend-
ing on the composition of the crude. In a parafiin crude oil,
the drop in viscosity with the temperature is very much less
than it is with the so-called asphalt crude oil. Of course
there is no such thing as an asphalt and a paraffin crude oil
except as concerns the end members of a series. All crude
oils are to a certain extent paraffin crude oils, and all paraf-
fin crude oils are to a certain extent asphalt crude oils.
For example, we have the Pennsylvania characteristic at one
end and the California at the other. But it is a fact that
paraf&n hydrocarbons decrease in viscosity with tempera-
ture very much more rapidly than the so-called saturated
hydrocarbons, which are composed of those asphalt crudes.
Most of those curves plotted are not curves of viscosity, but
time of flow; and in examining them it will be found that
they are very different looking curves from the true viscosity
curves when the density of the oil is eliminated.

NOTES ON THE FLOW OF OIL IN PIPES, E. I. DYER

265

H. T. Cory. In regard to JIi-. McLauglilin's comment that
what is called viscosity is not the true coettlcient of viscosity,
doubtless the men in the oilfields are using a eoellicient that
they think better serves their purpose than the true coefficient
of viscosity. The Beaume reading and the specific gravity
are both intended to express a certain physical characteristic
of oil; and are simply two ways of expressing that char-
acteristic. In this particular ease these two ways are suf-
ficiently distinct. However, this " viscosity " which has been
used in the discussion here, and the real coefficient of vis-
cosity, are so entirely different that the use of the term
" viscosity " seems to me very unfortunate. Apparently
some of the cil terniinology is pretty far from l)eing stand-
ardized.

Robert Sibley. The standardizing of some of tlie units
of measurement that are utilized, for instance, the measure-
ment of gravity, the Beaume scale, is a point that concerns
our San Francisco Section. Recently, the Standard Oil
Company issued Bulletin No. 4, in which was described a
conversion of specific gravity readings into the Beaume scale,
and vice versa; and also was given an entirely different for-
mula than is found in Kent's Mechanical Pocket Book and
that adopted by the United States Bureau of Mines. In
other words, there is evidently a confiict in the adoption of
an empirical relationship such as the Beaume scale; and it
would seem to be one function of this Society, as long as we
are concerned largely with the manipulation of crude oil,
especially its use in the industries, to add its weight some-
what in standardizing those relationships if possible.

R. P. IMcLaughlin. It seems to me the relation which
exists between the viscosity and the gravity of California
crude oils might help to standardize some of these discus-
sions. I have plotted a number of viscosity tests in the form

of curves and there seems to be a definite relation between
viscosity and gravity. The data for these curves are pub-
lished in Bulletin No. 31 of the California State Mining
Bureau and cover in the neighborhood of 60 different sam-
ples of oil from all parts of the state. The temperature vis-
cosity curves are for two different temperatures, namely, 60
deg. and 185 deg. fahr.

H. W. Crozier. I would like to ask Mr. McLaughlin for
further information about those curves. My experience is
entirely at variance with his results and, while we have
always known that the viscosity was m some way related to
the gravity, so many exceptions have come to our notice
that, in exact work, we do not consider that knowledge of
the gravity of an oil sample gives us very much information
about what its ]ierformance will be in a pipe line.

R. P. McLaucjhlin. The curves are, in general, correct
and show the relation between gravity and viscosity at the
definite temperatui-es used, but, as Mi'. Crozier stated, there
are a number of samples which differ widely from the aver-
age shown by the curve, and I would particularly call atten-
tion to samj)les Nos. 40 and 56, which have viscosities over
twice that given by the reading from the curve, while sam-
ples Nos. 42 and 50 are very much below the readings of the
curve. Also in regard to some of the oils from the Kern and
Los Angeles fields of about 12 and 13 gravity, there are four
samples : 53, 54, 26 and 49, which depart widely from the
185 deg. curve. These curves may be used in a general way
for the determination of the probabilities, but, as Mr. Crozier
has pointed out, it is advisable to sample and test the oils
before making a prediction as to what they will do in a pipe
line, and it will be noted that many of the exceptions depart
widely from the average condition represented by the curve,
which is, of course, a generalization.

PRESENT TENDENCIES IN RAILROAD WORK

PAPERS PRESENTED AT A JOINT MEETING IN BOSTON

THE MODERN LOCOMOTIVE

By Henry- Bartlett. Boston, jNIass.

Member of the Society

Twenty years ago the express passenger engine was
of the eight-wheel type with 18 x 24 in. cylinders, a 58
in. boiler carrying 160-lb. of steam, a grate area of 19
sq. ft., a tractive power of 15,300 lb. and a weight in
working order of about 50 tons. Since that time larger
eiglit-wheel passenger engines have been bnilt, then the
Atlantic tj^pe of locomotive, and now tlie Pacific type
has been reached as the standard express locomotive
on many railroads. The standard Pacific type express
locomotive of the Boston and Maine Railroad has 22
X 28 in. cylinders, a 68 in. boiler carrying 200 lbs. of
steam, a grate area of 53.2 sq. ft., a tractive power of
31,600 lb. and a weight in working order of 235.000 lb.

Abstracts of p.npers presented at a joint meeting lield at Boston on
February 4 by tbe Ameriean Society ol; Meebanical Engineers, tlie
Boston Society of Civil Engineers and the Ameriean Institute of Elec-
trical Engineers.

These locomotives have also many improvements,
includtng a superheater, piston-valves, Walsehaert
valve-gear, a brick arch, pneumatically operated fire-
door, flexible stay bolts, extended use of cast-steel, a
design of trailing tiiick permitting the use of a deep
wide fire-box.

These engines show an increase of 83 per cent in
capacity and at the same time an increase of 80 per
cent in weight over the standard of twenty years ago.
This increase in weiglit in about the same proportion
as the power may perhaps suggest a lack of refinement
in detail, but upon investigation it will be seen that this
apparent disparity does not actually exist as one of
the most characteristic improvements in locomotive
design has been the introduction of the trailing truck
which makes it possible to obtain ample heating sur-
face and larger grate area ; this enables the locomo-
tive to deliver its rated tractive power under all service
conditions and to do it with the consumption of less
fuel.

266

TllK MODEKN LOCOMOTIVE, HK.XHV HAKTLETT

Local conditions have develojxd larger passenger
engines on some other roads, and the introduction of
lieavier steel cars will require still greater power to
handle them. An example is the famous No. 999 on
the New York Central Railroad with which was inau-
gurated the Empire State Express at the time of the
Chicago Exposition, and in comparison with this the
Pacific Tj-pe engine that now handles the Twentieth
Centurj' Limited between New York and Chicago. In
these engines, the increase of 100 per cent in tractive
power and 118 per cent in weight is a mute testimony
to tlie rapid growth in weight of lolling stock as well
as in passenger traffic. An interesting feature of tin-
old No. 999 locomotive was tlie water table extend-
ing tile full length and width inside the fire box as a
substitute brick arch; there can be no doubt but that
tile increased heating surface and circulation obtained
in tliis way was an important factor in the phenomena]
success of that engine, but toda.y we are obtaining
similar results in an easier way with the brick arch
supported on water tubes.

The development of twenty years on the Rock Island
Railroad has been to the use of the mountain type of
locomotive, the latter being designed to haul heavy pas-
senger trains over 1 per cent grade at moderate speeds
and yet be capable of attaining speed of from 50 to 60
miles per liour on levels. The increase in tractive
power here is 138 per cent and in weight 156 per cent.
One of the best examples of modem locomotive design
is a locomotive that was built bj- the American Loco-
motive Company for the Pennsylvania Railroad for
testing out pui-poses. This locomotive which is of the
Pacific type, lias been given a long try-out at the test-
ing plant at Altoona, at speeds ranging up to 85 miles
per hour. Notwithstanding the immense power and
weight of this engine, it has delivered a liorse power
hour on 16.4 lb. of water and 2.66 lb. of coal, establish-
ing a record in this respect; tlie best i)erformance of
twenty years ago was a horse power hour on about 27
lb, of water and 4 lb. of coal. This remarkable locomo-
tive showed an evaporation of 6500 gal. of water jier
hour and develops a draft in front of tlie diaphragm
of 19.6 in. of water. Tlie maximum coal consumption
in these tests was 9700 lb. (4.8 tons) per hour, whieli
was accomplished with stoker firing; in this manner
about 50 per cent greater boiler capacity was obtained
than would have been possible with hand firing.

Twenty years ago, ten-wheel locomotives were in
common use for freight service. Tiie standard freight
engines on the Boston & Maine Railroad at that tim(\
had 19 X 26 in. cylinders, a 58 in. boiler, carrying 150
lb. of steam, a grate area of 19.5 sq. feet, a tractive
power of 20,600 11)., and a weight in working order of
116.000 11). The presiiit standard freight engine of
this road is of the consolidation type, with 24 x 30 in.
cylinders, a 68 in. boiler, carrying 180 lb. of steam, a
grate area of 53.5 s(). feet, a tractive power of 43,400

11). and a weight in working order of 210,500 lbs. This
engine has also the latest features of design such as
sui)erheater, Walschaert valve gear, piston valves, a
brick arch, pneumatic fire-door opener, etc., the in-
crease in this class of engines being 90 per cent in
power and Si per cent in weight.

The transportation of freight is the most important
problem that the majority of raili'oads have to con-
sider, as it produces the largest part of their gross
revenue and consumes the greatest proportion of their
operating expenses. In considering the best type of
locomotives we are confronted with a great variety of
requirements which must be met in conducting this
traffic. The consolidation type is giving good service
where traffic conditions are suited to its limitations,
that is, low or medium speed ; as a type, it carries a
greater propoi-tion of weight on its driving wheels
than any other road-engine, and in that respect is the
most logical type to select for the above mentioned
class of traffic. As the demand came for more rapid
movement of freight trains, moi"e powerful consolida-
tions with larger driving wheels were developed, but
they did not fill the requirements as expected because
of lack of boiler capacity to furnish steam at the higher
speed, and also the fact that the larger driving wheels
had restricted the depth of the fire-box to such an ex-
tent that a large part of the heating surface was value-
less. This has resulted in the development of what is
called the ^likado type of engine which is really a con-
solidation with a trailing truck whicli permits the ap-
plication of a boiler large enough to furnish steam for
the maximum reciuiremeiits and at the same time give
ample room for a fire-box of the requisite area and
depth. This tyj)e is the latest word as a fast freight
locomotive, a large nnuiber liaving been built in the last
year or two.

The IMallet type or articulated locomotive has made
it possible for many roads to increase greatly the ton-
nage over a division on which a short heavy grade abso
lutely limits the train load to a fraction of what could
be hanled over the remainder of the division and where
it is too expensive to reduce the grade. Some enor-
mous IMallet locomotives have been built of recent
years, one being tested out liy the Pennsylvania Rail-
road which has evaporated 71.000 lb. of water and con-
sunies 15,000 lb. of fuel jier hour; in this engine both
sets of cylinders are simple, whereas usually Mallet
locomotives are of the compound type. The fuel con-
sumed at tlie above rate was 86 per cent of two con-
solidation locomotives of equal aggregate power.

The greatest advance in locomotive development in
recent years has been the perfection and ajiplication
of the high-temperature superheater. Although in-
troduced extensively only a little over two years ago,
it has ]iroved its value so undoubtedly that today there
are over 7.000 locomotives with superheaters. This
device makes it possilile to reduce very greatly the

TRACK, A. B. CORTHELL

207

amount of fuel consumed and wliat is fully as impor-
tant also, offers a method of obtaining power without
exceeding the capacity of the firenum. Among the
many attempts that have been made to improve and in-
sure complete combustion, the Gaines flre-box and com-
busting chamber is an example ; in tliis device, a large
volume of heated air is introduced into the fire-box
through tuyeres in the vertical wall whicli materially
improves combustion. An important advantage of this
type of fire-box is tlie means it offers of getting amph-
depth above the grate in designs with shallow throat
sheets.

TRACK

By a. B. Corthell,^ Boston, Mass.

Xon-Mombrr

The first steel rails made in this country were rolled
at Danville, Pa., in 1845. Other rollings were made in
the same year by the Boston Iron Works, the Trenton
Iron Works, the New England Iron Co., and tlie Phoe-
nix Iron Co. The first Bessemer rail made in the
United States was rolled in Chicago in May, 1865 ; the
first Bessemer steel rails to be produced on a commer-
cial order, were rolled in Jamestown, in August 1867.
The introduction of the Bessemer process thorough Ij'
revolutionized the art of rail manufacturing and the
ultimate effect on railway building and commercial de-
velopment of our coiintry can hardly be ovei'-estimated.

Attempts wei'e made about 1870 to roll a combina-
tion rail with steel head and iron web and base, but the
rapid reduction in price of all-steel rails rendered this
process of no economic value, for while steel rails in
1872 sold for $140 per ton, in 1882 the price had
dropped to $35 per ton. This cheaper production made
possible the heavier rail of recent years, also the largi'r
locomotives, greater capacity cars, and correspond-
ingly greater economy in railroad operations. It is in-
teresting to note in this connection that there seems to
have been a fixed relation between the weight of rail
in pounds per yard and the weight of locomotives in
tons, for when we had 60 lb. rails in general use, we had
60 ton locomotives, and with the 100 lb. rail, came 100
ton locomotives ; roughly speaking in 70 years the
weight of rails has increased 70 lb. or 1 pound per year.

Not many j-ears ago the designing of rail sections
had become a fad. Most engineers were called upon to
get up a new standard design and nearly all roads had
their own standard sections. As a matter of record, the
rail mills at one tinu' had no less than 188 diff'erent
patterns and 119 patterns of 37 diff'erent weights per
yard. The situation was investigated by the American
Society of Civil Engineers and in 1893. after mo'v
than three years delil:>eration, the Society reported
upon standard sections for rail from 40 to 100 pounds

^ Chief Engineer. Bost<^n & Maine RR.

vaiying in weight in 5 lb. increments. This report
was accepted by the Society and recommended to the
railroads for adoption during the year 1901. Rails of
the above type of sections constituted fully 75 per cent
of all the I'ails rolled in American mills.

In 1901 the report of the American Railway Asso-
ciation reconnnending tlie use of 33 ft. rails was
adopted. In October 1907, a preliminary report was
submitted accompanied by two series of proposed
standard rail sections and in 1908 the report recom-
mended types A and B. Since October 1907 several
mills have rolled I'ails substantially in accord with the
new .sections, both A and B, and it has been demon-
strated that these sections can be finislied in the mill at
a lower temperature than the A.S.C.E. sections. A
finer grained and better wearing rail should be secured.
However, great care must be exei'ci.sed in the mills
to see that the rails are actually rolled at the lower
temperature.

During the year 1913 there has been laid on tlie Bos-
ton and Maine Railroad, 500 tons of 85 lb. frictionless
rails in curves of 5i/o deg. and over, with which it is
hoped to lessen materially the flange wear on high rails
which on sharp curves is always considerable. Actual
experiment shows that curve resistance is a great deal
lessened by the use of this rail. The theorv offered
for the action of the so-called frictionless rail is based
on the means that it offers the outer wheel on each
axle to become dominant over the inner one, and the
inner wheel to slide laterally to release the outer wheel
flanges as they are forced against the outer rail. The
outer wheel is traversing a greater distance througli a
curve than the inner one but is making the same num-
ber of revolutions. On this account, a compensating
slide of the outer whet4 or a spin of the inner one must
occur. The frictionless rail allows this necessary spin
to occur at the inside rail.

No subject concenied with track appliances has been
more discussed than that of the joint fastening. The
evolution of joint fastenings has advanced through
three stages; first, the chair which maintains the ends
of the rail in alignment and serves as a bearing; sec-
ond, the fish plate which afforded the rail some support
under the head but greatly improved the matter by
stiffening the junction of the rails vertically, and third,
the angle bar which combines the features of the fish
]ilate and flange and effected a great improvement in
both the vertical and horizontal stiffness of joint fas-
tening; the plain angle bar is very simple, easily ap-
plied and cheap in first cost.

The conditions which bear some relation to the wear
of splice bars are the extent of bearing surface and
the hardness of the metal. In the new 85 lb. rails and
smaller sizes, the question arises whether the plain
angle bar meets with the ideal requirements of the
splice bar in the two important respects, strength, and
the wear in the immediate vicinity of the joint which

268

ELECTKICAL IX^IIP.MENT, F. D. HALL

affects the close luiioii of the parts. We know that
angle bars are not strong enough because they beud
and take a pennanent set in service, and occasionally
one breaks. The supported joints whicli we have liutl
in use are the Fisher, the Continuous and the Weber
joints.

For bolts to fasten the joints to the rails, tiie most
etficient are those having the so-called grip thread.
This bolt is made of a soft steel and the threads are
cold pressed in a manner to upset the metal so as to
reduce the diameter of the bolt but slightly at the bot-
tom of the thread. The threads are ratchet shape and
under cut 5 deg. on the bearing side. In the nut the
bearing side of the thread is at right angles to the axis
of the aperture, so that when it is screwed tight against
the splice bar the threads of the bolt give to the extent
of wliicli they are undercut and the metal will be
pushed completely to the outer recesses of the nut
threads, so as to liold the nut against turning off. The
nut is .square with the corners chamfered next to the
wearing surface which gives an approximately circu-
lar bearing. On the bearing side the nut is recessed
the depth of a thread and to a diameter somewhat
larger than that of the threaded bolt, tlius housing and
protecting the many threads against injury by the
chafing on the splice bar.

The first tie-plates were used to prevent rails from
cutting into and destroying the ties. Gradual develop-
ment has added other features such as the top shoulder,
spike hole, bottom claws and ribs, all tending to make
the tie-plate not only a tie protection but a more valu-
able rail brace. Economy of material compels a mini-
mum of weight consistent with strength and one of the
most important considerations is to obtain a tie-plate
which will unite firmly with the tie; otherwi.se it will
pound the tie and wear it under rail vibration and
afford no lateral resistance to the spreading of the rails.
As such a requirement cannot be had by a plate with a
smooth underside, practically all tie-plates are now
made with imder projections in the shape of claws
which enter the wood crosswise of the grain or of the
flanged or rib type which enter the wood longitudinally
with the grain. In the former case the lateral displace-
ment of the plate is resisted by an abutment against
an end section of the fibres. The standard Boston and
Maine tie-plate has four flanges which enter the grain
of the tie longitudinally, running the widtli of tli"
plate. Tlie latest tie-plate shows the two longitudinal
flanges and two smaller transverse flanges on the bot-
tom, a heavier shoulder and a better portioning of ma-
tei'ial.

Wooden ties have been almost universally used by
the railroads of this country and are still used as best
practice. Steel ties and tics of concrete construction
have been made and are used to some extent with vary-
ing success. For wooden ties, the hard wood tie of
oak, chestnut and hard pine are used mostly for main

line ti-aftic and the softer woods such as cedar, for
branch lines of light service. The standard Boston and
Maine tie is 6 in. thick by 8 in. wide and 8 ft. long.
The average life of a chestnut tie is seven yeai-s, and
hard pine ties eleven years. The life of a tie can be
lengthened by the use of tie-plates and presei-vatives.

1 can see no radical change in the present track ma-
terials or methods in the immediate future. The rail
may be heavier and more spikes, tie-plates and braces
added, but the general design will be the same. The
changes in tuimouts and yards will be most marked ;
longer switch leads, wider spacings of track, heavier
rail and more careful maintenance are already neces-
saiy in a great number of our yards due to the in-
creased loads in power and rolling stock. In the Penn-
sylvania Terminal in New York City, we find part
of the tracks laid on stone ballast and some part on a
solid concrete base, with creosoted ties bedded therein
and anchored by bolts to the concrete.

ELECTKICAL EQUIPMENT

Bv Frederic D. Hall/ Boston, Mass.

Non-Member

SYXOPSIS OF PAPER

The author showed slides illustrating types of later
electric locomotives and the catenary construction for
both A.C. and D.C. operation. The present slow
growth sliould not be taken as a sign of lessened de-
termination or activity. The installations already
made for special requirements, while handling traffie
in a manner impossible by steam, are short and dis-
connected, thereby not permitting realization of full
economies. No statement that installations are other
than successful can be regarded seriously, for railway
managers are too conservative and too much occupied
with detail required of them to listen readily to rad-
ically new methods of operation. The present attitude
of manufacturei"s, each exploiting his own system, is
confusing to railway men, and detrimental to their
common interests; designing engineers are not very
far apart in their convictions. A standardized system
of distribution must be worked out before an argument
strong enough to carry conviction can be presented,
and tlie biirden of proof must rest on the manufactur-
ers. Railway managers are not fair in their consid-
eration of electrification, since they compare the cost
of an entire electrification with tliat of a few steam
locomotives from time to time without sufficient regard
for future requirements and without considering the
various expensive clianges in road bed. bridges, engine
houses, turntables, new shops and tool equipments, etc.,
made necessary by the heavier power, not only a heavy
capital charge but an ever increasing operating cost,
not eliarged to cost of new locomotives but passed by
merely as improvements to property.

' Eloc. Kngr.. Uostou & Maine RU.

FOREIGN REVIEW AND REVIEW OF PROCEEDINGS OF

ENGINEERING SOCIETIES

ENGINEERING SURVEY

The man who makes assumptions in engineerinsj must
exi)ect to find that he is wrong, and the Engineering Survey
of this month presents several illustrations of this fart: the
working processes in a suction comjiressor taking air at an
initial pressure above atmospheric are not as they were
usually assumed to be; the action of gripping devices on
elevators is different from what it was supposed to be; and
the same is trae to a certain extent with res]5eet to the re-
sistance of locomotives and operation of saturated steam
locomotive boilers.

THIS JIOXTIl's AKTICLES

The article on the operation of suction compressors has
been already mentioned above, as well as the investigation
of grip devices. In the article on centrifugal pumps built
by a German concern is desci-ibed an interesting type of
jjump for mine work, particularly adajited to sinking shafts.

The railway engineering section contains an account of
tests of a saturated steam twin express locomotive, in which
the boiler and engine have been tested first separately, and
then together as a unit. In another part of the same section
is presented an extensive abstract of a series of Russian
tests on the resistance of locomotives and ears while in mo-
tion and under various atmospheric conditions (it is the
general rule of the Engineering Survey to make more ex-
tensive abstracts of articles published in little accessible
publications, or languages not commonly known in this
country).

A variation in the design of combined Cornwall tubular
boilers is described in the Steam Engineering Section, the
advantage of the type being its higher coefficient of safety
and less necessity for skilled attendance. In the same sec-
tion is desci'ibed a rather unusual case of an explosion of
a de Laval rotor caused apparently bj' some internal de-
fect in the material which had not been previously' discov-
ered because no overspeed tests of the rotor were made by
the manufacturers. R. Schulz shows tliat it is mainly the
presence of oils in imperfectly cleaned water of condensa-
tion, used over again as feedwater, that causes corrosion in
boilers, while separators for extracting oil from steam, as
usually made, are far from being efficient enough to give
an absolute guarantee of producing water of condensation
safe to use hi a boiler. Attention is called to the interesting
experimental investigation of what is known as " knock-
ing " in the crank mechanism of reciprocating engines, the
main feature of which is that it is experimentalhj deter-
mined with a special apparatus which makes it possible to
establish the causes of knocking with great completeness.
The apparatus also lends itself to several other uses in con-
nection with the investigation of machine parts ha\'ing a
motion different frcmi one along closed continuous curves.

A communication of the German Royal Testing Labora-
tories at Gross Lichterfelde West describes a new method
for the determination of heat conductivity of refractory
materials, which avoids the well-known difficulties of the

013'

calorimetric method; the apjiaratus is simple and easily
installed.

Richard H. Rice describes the ojieration of turbo-blowers
for blast furnace blowing, and shows, by means of a spe-
cially designed apparatus, that, contrary to frequent con-
tentions, the blast from a turbo-blower is actually more
steady than that from a recijjrocating engine.

From the Journal of the American Societj' of Naval Engi-
neers are taken articles on the operation and trials of the
U. S. Collier Jupiter, the construction of which has been de-
scribed in a paper presented before tliis Society; and tests
on tlie use of mixed oils in forced-lubrication systems which
appear to establish that such a use of oils has no harmful
effects. From the same source is also taken an empirical
formula for the ueight of steam passing through a veuturi
tube (a modified Rankine foi-mula).

Data ujion the new turbine pumps of the St. Louis Water
Works, and a formula for cajiitalizing the investment, are
presented in' a paper before the Association of Engineering
Societies. The Australasian Institute of Mining Engineers
has a paper on the requirements of economical winding con-
taining, among other things, an interesting list of safety
devices which the author claims to be necessary in a winding
engine as ■' the saving of property in the event of an acci-
dent more than compensates for their initial and maintenance
costs." The principles of scale constraction are summarized
from the manuscript of a paper j)resented before the Eighth
Annual Conference of Weights and Measures (very kindly
loaned for tliis purjjose by the author, Jlr. A. Bousfield ) .

Professor Horace Judd, in a jiaper before the Ohio So-
ciety of Mechanical, Electrical and Steam Engineers, jire-
sents interesting data on the Taylor stoker operating under
ordinary conditions.

(.)wing to lack of space several articles whieli would other-
wise be reported in this issue, have been held until another
issue.

Articles appearing in flie Survey are classified as c com-
parative; d descriptive; e e ;perimental; g general; h his-
torical; m mathematical; p practical; s statistical; t theoret-
ical. Articles of exceptional merit are rated A by the
reviewer. Opinions expressed are those of the reriewer, not
of the Society.

FOREIGN REVIEW

Air Machinery

Influence or the Suction Pressure of a Compressor
ON ITS Power Consumption and Output (Der Einfluss der
Saugspannung eines Kompressors mif dessen Kraftverbrauch
und seine Ansangeleistung, Hans AVunderlich. Bie Forder-
iechnik, vol. 7, no. 9, p. 10.5, May 1, 1014. 3 pp., 5 figs.
t). There are still many erroneous ideas about the power
consumption of compressors, working on gases having an
initial pressure above the atmospheric, and there are even
]iersons who still believe that the compressor working with
such gas consumes less power than one handling gas at an
initial atmospheric pressure. They do not consider the facts
that the suction volume corresponding to various suction

0138

FOREIGN" RF.VIKW

pressures is not constant and that tlie heat relations in such
a compressor are essentially ditt'erent from those in a com-
pressor which takes its supplj' at atmospheric pressure. In
order to determine the power consurai)tion of such a com-
pressor, tiie author proceeds in two ways, first determining
the theoretical power consumption by means of entropy dia-
grams, and then grapiiically.

Theoretical determination of j^ouer consttmptiun of thf
compressor by means of entropy tables. In Fig. lA a b rep-
resents the adiabatic ciirve and a c the isothennal. Further,
the work of isothermal comijression is represented by the
area a c d f which is gennietrically equal to the area a c g h
representing the P ^' diagram in the present case. It eom-
])rises the work of compression and the woik delivered at
constant pressure. The value corresponding to both of these
ureas is (see Fig. IB).

A

-mAg.

If the conijiression occurs adiabatically, which is nearer to
what actually happens, then the area a b e f in. Fig lA rep-
resents the corresponding work ; to this should be added the

8 Kol

Pi 1 120

l-*2

y.

[^^

K C

N^

2 roo

^

s-

z£ 60

^V"

Y

a

~^

L={Si-Si)icTi^x6»

Fig. 1 Diagrams of the Working of a Compressor Taking Gas at an
Initial Pressure above Atmospheric

Strip b c d e representing the heat losses through radiation
and conduction, due to the fact that the air or gas goes to
the place of consumption without usefully employing the
heat which it contained when it left the compressor. The
area a b c d f represents therefore the total work consumed
in adiabatic compression. Such work on the PV diagram
being represented by the area n b (j li. the value corresjiond-
ing to it is

C,{T. — T^)G

U

-m, k'j

in order to obtain the number of horsepower for each case,
one nnist divide the values of L, and La by 75. and this, with
mechanical ellicicncy cj>, will give the following expressions:

.V, =-^J and xV. = ^_'-

In tlie above i'ormulae and figures, the following n(itatinM

is used: .1, the mechanical c(|uivalent of heat. .,_ m/lig;

6',, S.., entropy; 0^, specific heat at constant pressure;
r,. T.,, absolute temperatui'cs; f„ t.,, temperatures; Gs, weight
of air taken in by the compressor per second; L, work gen-
erally; Li, L,„ work under specific conditions; N-,, indicated
horsepower; iV^, effective horseiiower; (^, mechanical effi-
ciency.

Graphical determinatimi nf power consumption. I'or this
purpose one has to ph)t the PV diagram with the corre-
sponding suction pressures and the recjuired end pressure
and evaluate it by means of a planimeter in order to establish
thus the average diagi'am pressure p m. Fi'om this the
work required for operating the compressor can lie deter-

mined by means of the equation L = 10,000 F(pm)c = Pc
and from this the indicated and effective horsejiower con-
sumption are derived respectively:

A', = Pc/75 and N, = Pc/75^
In this equation F is the area of the piston in square meters,
/nn the average diagram pressure in kg. per square meter,
<■ i>iston velocity per second in meters, P power on the con-
necting rod in kg. For air at IG deg. cent. (60.8 deg. fahr.)
and an output of 1 kg. ol air taken in per second, the above
equation assumes the form L = 8350 pm m kg.

The autlior gives two examples of the application of this
method of which the first will be reported here. Let the end
pressure of an air compressor be 11 atmospheres absolute
iind be constant, while the suction pressure varies from 1
atmosphere to 2, ,3, 4, etc., up to ten atmospheres, increasing
Ijy steps of one atmosphere each. The compression is in a
single stage and proceeds on the purely adiabatic process,
in accordance Avith the law, pr'-" = C, the suction tem-
perature is in all cases 16 deg. cent, or 60.8 deg. fahr., and
tlie weight of air 1.2 kg. per cubic meter (0.74 lb. per cu.
ft.). The work theoretically expended by the compressor
per second is in accordance with the equation
L„ = cp (r, — 7',).427.G, m kg.,
where Gs is for simplicity's sake assumed, at atmospheric
pressure, to be equal to one. The rise of temperature of
the air which occurs in adiabatic compression is read off for
each case directly from the entropy table. The specific heats
vary slightly with the temperature but ])racti(ally are not
affected by higli iiressures,
Cp = 0.2259 + 0.0000394 T and c, = 0.1574 + (1.0000394 T

The compressor outputs at suction pressures from one to
ten atmospheres absolute and final pressure of eleven atmos-
jiheres absolute are evaluated as follows: The last column of
Table 2 is obtained by making L. I. equal to 100 per cent.
This shows the large influence of the suction pressure on the
power consumption of a compressor. It appears that it is
at its best between three and four atmospheres absolute
and from there on rises by about 50 per cent. In Fig. IC
the output curve for this case is plotted and from it the
power consumption in percentages of LJ can be read off
directly. The author gives also the ten diagrams corre-
sponding to each of these cases and derives the jjower con-
sumption for each case from the diagrams. The two meth-
ods give practically identical results, but the determination
from the entropy table is much easier and simpler. In
practice it is quite often important to know which way of
compression would prove more economical; for example, if
it is necessary to compress a certain amount of air (say for
testing purposes) to 225 atmospheres while the compressed
air system of the shop has a pressure of only six or seven
atmospheres, it is more economical to use a small single stage
pump than an expensive two stage compressor. On a larger
scale, the same considerations apply to the production of
compressed air for mine locomotives. There quite high pres-
sures, around 150 atmospheres, are used, and to produce
them four and five stage compressors of about 320 h.p. are
required. If the same compressor would receive the air
from tlie compressed air system, i. e., previously compressed
to six or seven atmospheres, one could eliminate at least one
stage, which would be equivalent to a saving of about 80
h.p. The compressor would become simpler, power smaller
and total costs of installation lower.

FOREIGN REVIEW

0139

Hoisting Machinery

Investmation of Grip Devices on Elevators in Actual
Operation (Uvlersucliuiiyen an Fuiigrorrichtuntjen im Be-
triebe befitidlicher Aufziige, R. Mades. Zeits. des Vereines
deutsclicr Ingcnieure, vol. 58, no. 21, p. 827, May 23, 1914.
9 pp., 31 figs. eA). The present article covers investiga-
tions of grij) devices on freight and passenger elevators.
Most of the investigations made hitlierto have been effected
with an apparatus showing the retardation of the elevator
by means of a spring and weight. In the present instance
the process adopted was that of time-path diagrams because

it was desired to investigate llie niulion ot the grip wedges,
simultaneously with that of the elevator itself. This process
led to the formation of now views with regard to the mod(
of operation of gripping devices. The diagrams were then
subjected to a graplncal process of estimation. The testing
arrangement was such that Ijoth cage ropes or each one
singly could be instantly released either while at rest or
during the downward motion. The releasing device acted
so suddenly tliat in the diagram no distinction could be dis-
covered between the beginning of the theoretical curve of
fall and the instant of release. The measuring device con-

t — >

1 1 1 1 .

Path oftt7e leftOnp

Wedqe

50

^

vy-

1 00

8

Pat

^ of the R

iqht

Grip

Wedc

e

I 50

/

250

S

1

\

s

f

ath o

^fhe Car. b

otti R

ypes f

e/eas

?cl

300

^

i\pr

7£/V. =

249 m. sec.^

400

'\

3

r

)

\

50
100

E 150

E

J 200
li.

° 2 50

^-

o

S 500

T.

550
400

02 0.3 04 05 0.6 07 OS 09 U) 1,1 U
SECONDS

.K

fh of

the L

eft Grip Wedae

1

/

R'lgh

Wedqf

)

^

■\y-

J^

M

Y

-/I

\

\

Path

ofth

" Car,

both f

^opes

re/ea^

ediv/?

■ieat

^est

'^^-Force of Shock. max. = }l400k
\ dmax.^/03.^/77,sec' 1

9

r

jrve c

fFal

\

■

\

02 0-3 04 05 06 0.7 Q8 0.9 1.0
SECONDS

50
100

i

£ 150

_r

if 200

o-

t- 250

X

o

^ 300
350
400

/F'-

L

u ration of
WO Doutile

an <7.
Osc'ih

cillation/-0
■jtions per i

054 se

Imut

c.

1

/"

C

Q

\

^

\

K.

■}

t

..-A

Path of the Car

inth

e Dro/.

7 Test

' C

^rve of Fan

01 2 05 04 05 0.6 07
SECONDS

01 02 03 04 05 06 0.7 OB 09

SECONDS

Fig, 2 Hoisting Machinery IndicaI-or, and Diagrams of Grip Devices

0140

FOREIGN" KE\IE\V

sisted ol' a measuring drum a, Figs. 2 A and B, 160 ram (6.4
in.) in diameter and oOl) nun (19.6 in.) lung with a diagram
sheet 500 by 500 mm (19.6 x 19.6 in.) area. The drum
was at (irst given an at-ocleration by means of a powerful
spring b, and wlien it reaolied its highest angular velocity
(after a rotation through 40 nnn (1.57 in.) measured along
the periphery), it was further rotated by a dock device pro-
vided with a brake governor c in such a manner as to main-
lain the angular velocity constant. The drum a makes one
complete revolution and is uncoupled by means of the rope
d a short time previously to the release of the car. The
time of revolution is usually set at one second since, in ad-
dition to the gripjjing i)rocess which lasts about 0.2 seconds,
there are subsequent phenomena which take up the rest of
the time up to one second. This time is measured by means
of a calibrated tuning fork e, giving 100 double oscillations
in one second. The diagram is traced directly on paper.
There were also recorded the instant of the release / and
the motion of both grip wedges y. The tests were made
with wedges mounted on springs and provided with rolls.
Fig. 2C, in such a manner that one rope was released when
in the state of rest, first with an empty elevator and then
with gradually increasing loads; ne.xt, the same test was
made during the downward run at normal velocity.

The diagram D shows that the elevator has a free fall up
to about 50 mm and from there on begins an irregularity
(if the curve of fall and consequently, some sort of braking.
It was established by grajjhical methods that there is a
maximum retardation of 24.9 meters (81.6 ft.) per second
per second, when the weight of the elevator proper is 1100
kg (2420 lb.) and no excess load applied. The diagram
shows further that after the elevator came to rest, it jumped
u|) 24 mm (say 1 in.) and then after a period of 0.48 seconds
came to rest with an average travel of fall of 92 mm (3.62
in.). It was found further that the elevator was thrown up-
waid tlirough the elastic action of the compressed guides
a]i(l that this upward jump was facilitated through the pres-
ence of rolls on the reverse side of the grip wedges. In a
a second test the ele\ator showed a maximum travel of fall
115 mm with a retardation of 10.').5 meters (339.48 ft.) per
second per second, and a force of 1140 kg (2508 lb.). The
elevator was gripped at exactly the same spot as in the first
case. The increase of the shock taken up by the two guides
appeal's to be due to the fact that during the first test the
guides were strongly compressed at the place of grip and
during tlie second test did not possess the same amount of
claslicity. The motions of the gri]) wedges show that the
latter had not come to rest when the elevator was already at
rest (compare Fig. 2E). During the third test the maximum
retardation rose to 128 m (419.8 ft.) per second per sec-
ond and the force of shock to 14,050 kg (30,974 lb.). The
motions of the grip wedges were still more violent than in
the second test while the rise of the force of shock was less
than in the second test, which indicates that the guides were
compressed nearly to the limit (the gripping was executerl
always at tlie same spot. Fig. 2F). Further diagrams show
that the shocks and motions of the grip wedges become more
and more violent and since tliey are very irregular in their
action, the elevator assumed inoi-e and nun'e of a pendular
motion and struck against the guides from which it was vio-
lently repulsed. If a resonance should occur between the
pendular motion of the elevator and the oscillations on tlie
guides, while the motions of the grip wedges shunhl cnine

into synchronism, complicated processes would take place
(this may easily happen because the grij) wedges are of
similar construction and equal weight). The diagram in
Fig. 2G shows that the possibility of the motions of the grip
wedges being in synchronism, is by no means excluded, and
when this happens, the knocks are sometimes so violent
that the pencil jumps out of its bolder on the drum even
tliough it is held there by a stiff spring.

The author points out that the usual tests do not fully
guarantee the safety of operation of elevators as they do
not establish the possible weakening of the guides due to
tlie gripping and the loss of friction in the grip wedges due
to the roughened face of the wedge being filled up by j)ar-
ticles of wood. He recommends therefore a series of tests
which would comprise: a release of a single carrying rope,
first with no load and then with graduallj' increasing loads;
release from rest of both carrying ropes, first with no load
and then with gradually increasing loads; release of a single
rope during the downward run at normal velocity, first with
no load and then with gradually increasing loads, and a
similar release of both ropes. At the same time proper
tests siiould be made to establish at each velocity — whether
the governor sets into operation the gripping device and
whether it is done in a proper manner. The article contains
further tests showing among other things the comparison
between gi-ip wedges mounted on springs and working with-
out springs and also the general action of such wedges. In
the tests made with )iassenger elevators, it was also shown
that there is a violent jumping of the grips. The author
shows the braking follows not, as was liitherto assumed, a
parabolic curve, but acts intermittently, in shocks.

Hydraulics

IXFLUEXCE OP A COAT OF InERT OiL OVER THE InsIDE OP

C'emext Pipes on tue Resistance to the Flow op Water
TiiROUGii THE Pipe {Ehifluss des Innenanstrichs von Ze-
meiitcoJireii mit Inertol auf die Grosse des Leitungswider-
statideSj den Wasser beim Fliessen in Zementcohren findet,
II. Stiickle. Zi'its. des Vereiiies deutscher Injenieure, vol.
58, no. 20, p. 796, May 16, 1914. 2 pp., 7 figs). The Paul
Lechler Company of Stuttgart, Germany, made quite an ex-
tensive series of tests to determine the influence of a paint
of inert oil on the flow of liquid in a cement pipe. This
was done by comparing the flow of water through a pipe,
the surface of which in one series of tests remained rough
and in another was covered with a paint of inert oil. The
pipe, having a gradient of 231.5 mm. in a length of 15.236
m., was laid for 20 m. (65.6 ft.) and had an average open-
ing diameter of 148 mm. (say 6 in.). It consisted of twenty
pieces each one meter long, carefully connected with one
another, and the joints filled with cement and thoroughly
smoothed. At one end of the cement pipe was added a cast
iron pipe about 2 m. (6.5 ft.) long and the same diameter
as the cement pipe. At the other end was a connection with
a water tank, arranged in such a manner as to permit a con-
stant pressure head, which might \ary from one test to an-
other. In all tests the water came out from the piping
through a long sweep bend either into a measuring tank or
at a free out-flow-. In the second series of tests the same
conditions were maintained, but the inside of the pipe was
covered by a paint of inert oil. The article gives full data
of the test. From the results obtained it appears that the

FOREIGN REVIEW

0141

toeflicient of resistauee, determined from the usual equation
given below, decreases for iuoreasiug velocities of How wlien
the latter vary from 0.G3 to 1.69 m. per second; but in the
ease of the pipe covered by a paint of inert oil it is gen-
erally smaller than in the rough pipe and decreases more
rapidly with increasing velocity of flow, the difference of
its value in favor of the oil-painted pipe being 2.5 per cent
for a velocity of flow of 0.659 m. per second to 7.1 per cent
for a velocity of flow of about 1.69 m. per second. The
author gives a diagram where the values of both coefficients
of resistance are plotted with water velocities as abscissae
and resistances as ordinates. The values of the coefficient
of resistance for rough pipes appear to lie in a practically
straight line while those for the oil-painted pipe appear to
have a considerably greater curvature.

The equation referred to above is as follows :

(7 2y

X

I c

where d = inside diameter of pipe in meters, 1 = length of
pipe in meters, c = velocity of flow of water in the pipe in
m/sec, ;/ = 9.81 Mi/sec. and h = loss of head m meters.

Centrifugal Pumps of the Maffei-Sciiwartzkopff
COMPANV IX Berlin' (Der Kreiselpiimpciihau der Maffei-
Schicartzkopff-M^er1<e G. m. p. H., Berlin, R. Schnabel. Zeits.
des ]'ereines deut^clter Infjcnieure, vol. 58, no. 20, p. 769,
May 16, 1914. 10 pp., 53 figs. d). The company builds two
main types of pumps of the high-pressure type where large
heads o^' delivery ha\"e to be handled. The type preferably
selected is that with an undivided cylindrical casing: its
advantage, especially for operation in mines, consists in the
fact that the pump may be dismantled without lifting the
casing from the plate. In the other type, wliich is used
mainly, though not exclusively, for small delivery heads,
the pump is divided into several sections vertically in ac-
cordance with the number of stages, the separate parts of
the casing being held together by threaded bolts. The shape
of the rotor and distributor blades which determine the out-
put of the pump and its efficiency are in their main char-
acteristics the same for both types. The suction standpipe
is located at the side of the coupling in order to preserve the
accessibility of the automatic balancing device on the pres-
sure side. All parts inside the pump w'hich have to be pro-
vided with packing between two spaces of different pres-
sures, such as the rings at the entrance of the wheels, the
bushes between stationary and rotating parts and so on, are
made of appropriate alloys, which under ordinary circum-
stances show practically no wear. Special attention was
paid to the production of a device for compensating the
axial thrust which would work reliably under all eondi-
iions, a fundamental requirement for the operation of a
high-pressure centrifugal pump. This device consists of a
piston which constantly tends to move the shaft in a direc-
tion opposite to the axial thrust, and a vertical throttling
disk which regulates the pressure of the fluid acting on tlie
piston and in this way takes up, in an entirely automatic
way, the forces constantly acting in the direction of the suc-
tion side. In addition to that, the outer end of the piston
carries another disk for the balancing of the sleeve. This
latter device first comes into action when the piston has
undergone a large amount of wear and in this case takes up
the axial thrust also.

Apart from the sleeve balancing, which, however, seldom

comes into action, the two types of pumps differ with respect
to the balancing of the axial thrust only by the location of
the throttling disk in front or behind the piston, of which
the water leak is further used for cooling the bearings.
Since there is little pressure behind the piston, it is quite
sufficient to use a soft cotton jDacking for the stuffing box
and a similar packing also on the suction side. In order,
liowever, that no air shall pass through the stuffing-boxes,
they are connected with a water chamber, the water of which

WWl

f~f

Fig. 3 Maffei-.Schwarzkopff Mine Shaft Pvmp and Pressube-Output
Regulator

as a rule is l.irought in from the first stage of the pressure
line.

In considering the two tyjies of pumps, it might be sup-
posed that in the pump with undivided casing, the design
of the internal parts would be made more difficult through
the possibility of their being aft'ected by handling water
with the tendency to form hard deposits, but as a matter
of fact no such a thing occurs. The cast iron intermediate
parts are covered on the outside with bronze rings, pro-
vided with passages into which kerosene is forced from
the outside by means of a small liaud pump and the casing
may have a bronze jacket to protect it against electrolytic
action.

The article describes and illustrates various types of
pumps driven electrically and by steam turbines. A special
type for handling various delivery heads is shown in Fig.
3A and is used for mine work. Since only a part of the
cross-section of the mine shaft is available for locating the
pump, the latter, together with its motor, are placed ver-
tically in a wrought iron frame provided in the upper
part with the rope drum and a rope by means of which
it is gradually lowered, as the bottom of the shaft is sunk
deeper. The general construction of this pump does not

0142

FOREIGN REVIEW

materially dil'fer from stationary horizontal pumps, but in
order to obtain large suction heads and a simple method of
water delivery, the suction standpipe is located at the low-
est point near the motor on the pressure side. The bear-
ings are finished with particular care and their lubricating
oil moves automatically in a closed circuit. The cut-oft" slide
valve is regulated either by hand or by means of a chain
and makes it possible to set the pump for a desired amoimt
of delivery.

In order that the pumj) shall work economically, even at
small depths, it is often iirovidcd with only part of the
stages necessary for the greater depth, the intermediate
spaces being tilled up with so-called " blind pieces " which,
as the depth increases, are gradually replaced by rotors and
distributors. The pump body is so constructed that this
change may be effected in a short time in the shaft itself.
When high-pressure centrifugal pumps are used in mines
for pumping against high heads it must be borne in mind
that the output varies materially from time to time and
adjustment for this may be very simply effected by limiting
the upward stroke of the pressure water collector, without
iiaving to change the speed of rotation. AVheu the volume
of discharge decreases and the pump is working against
constant pressure, the collector lifts until it reaches the
upper limit. Then the pressure in the piping system rises
and thus produces a reduction in the output. If the draw-
ing-off of water ceases entirely, the pump works with cut-
off valve closed, but it is not advisable to permit a pump
to run for a long time in dead water since the heating of
the water might easily injure the internal parts of the
pump and it is much better to install a valve governed by
the jn-essure of the water in the collector in such a manner
that when no water is drawn off, it would automatically
permit enough water to ilow into the suction piping or mto
the well as would prevent any injury to the pump. Such
a device is shown in Fig. 3L5. It consists of a passage
valve casing a made of cast iron or steel easting, installed in
the pressure piping between the pipe and the collector and
[irovided with an outlet opening (j for the no-load water.
The spindle d of a double beat drop valve c, carries on top
a piston e and extends downwards far enough to be able
to push off the no-load valve /. Two extensions to the pres-
sure water collector permit a small piston not shown in the
drawing to move up and down in such a manner that the
l^ressure water may enter either below or above the piston
('. When the collector reaches its upper level, the pressure
water enters through the pipe h from above the piston,
closes the double beat drop valve and opens the no-load
valve. The Nxater delivered by the pump flows oft' through
tiie throttling nozzle b, and the upper consumption decreases
to about one half. If pressure water is drawn oft' and the
level in the pressure water collector sinks, the steering pis-
ton permits pressure water to enter from below the piston
and as a result the double droji valve rises, the no-load
valve, under the action of a spring, automatically closes, and
the pump begins again to deliver water into the collector
(working thus at full output).

InternaUCombustion Engines

]l()i!si;i'owEn FoRiin.A roi; ArTo.Moiiiu-; Exgixes {Leis-
ttmgsformel ficr Automohilnwtore}! , A. G. von Loewe. Der
Mntorimget,, vol. 17, no. l.S, p. 289, May 10, 1914. IVo pp.
pm). The author derives the horsepower formula without

introducing the factor p, (average piston pressure), and
obtains the following expression:

en

y = a-

2 X 75 X 60

1

TitFs

hoi'sepower

U

k — 1 4 r„Cvm(L + i)

and N is the theoretical horsepower of the motor; ; the num-
ber of cylinders; a the work of the motor during its four
cycles; n the number of revolutions per minute; d, cylinder
bore ; s, stroke ; k = e, ratio of specific heats of the mi ture,
(■i„ at constant pressure, and Cv. at constant volume; e, com-
pression ratio (ratio of the volume of gas at the beginning to
that at the end of the compression stroke) ; //, heating value
of the fuel (kilogram of gasoline) ; 2'„, absolute temperature
at the beginning of the compression stroke; C'v„„ average
specific heat of the mixture at constant volume; L, weight
of air required for the combustion of 1 kg. of gasoline (all
the ciuantities in standard continental values).

To obtain the eft'ective horsepower, the value of -V will
have to be multiplied by a coefficient of efficiency t,, and,
since in the derivation of his formula the author started not
from the mechanical equivalent of heat, but from the rise
of temperature at the instant of explosion, he uses the
theoretical thermal eoeflScient of efficiency t), = 1 — e'"',
and the efficiency of the engine is expressed as t, = tij . 7i„,.
where T,g is the quality factor and Tj,„ mechanical efficiency
of the engine.

This leads to the final fornuda for the eft'ective horse-
pi iv.er :

'• = (^)=?

H

B

1

■Kd'i

r„Cvn,(i + i)

■ 9000 '

9000

T.C\^(L + 1

where B = .

t — 1

The \alues of //, '1\. (',„„ and L are either given, or can
l)e easily determined by actual measurement; the efficiency
r may be also assumed to be known; k may be assumed
to be known, and the author gives a table for values of B
corresponding to certain values of s, under the assumption
that k = 1.3.

Assume a four-stroke cycle engine, which has d = 10.0 ;
s = 0.17; E = 4.8; « = 1600. Then

.Y,. = 1.250 X "20.4 X 0.00135 X 1600 = 55.08 h.p.

Railway Engines

Tests of a Wet Steam Twin Express Locomotive (]'cr-
suche an eiiier Xassdampf-Znullings-Schnelhuglokomotire,
R. Sanzin, Zeils. des ]'eniiies deittscher Ingenieure, vol.
58, no. 22, p. 858, May 30, 1914, 6 pp., 8 figs. e). The in-
terest of the tests reported in the present articles lies in the
fact that they were first made on the boiler without regard
to the engine, next on the engine as such, and finally on the
locomotive as a unit, comprising both boiler and engine.
The type of locomotives tested was introduced about the
year of 1901 and the investigation covers numerous tests
on locomotixes used for iiassenger and express traffic on the
Southern Railway in Austria.

FOREIGN REVIEW

0143

Table 1 gives the data obtained from the tests of locomo-
tive boilers and in the original article is supplemented by
several diagrams. As a basis for the investigation of the
processes uf combustion and evaporation, there was consid-
ered the rate of combustion or the amount of coal burned per
unit area of grate per unit of time, which, in kg. per hour
per square meter of grate area, corresponds to the amount

B

For the determination

and gases of combustion were analyzed which made it pos-
sible to establish a heat balance and gave a clear insight
into the processes of combustion.

In the four last columns of Table 1 and in Fig. 4, A is
given the distribution of heat in tiie locomotive boiler for
various amounts of coal consumed per unit of grate area,
the heat value of the fuel burnt being used as a basis of
calculation. During the tests, rarefaction of the air in the
smoke box was measured botli above and below the spark
net as well as in the fire box and ashpan. The average rare-
faction of air in the smoke box /( ami the fire box Ji.. are

11,000
I0;000
9000
8000
7000
»l 6000

z

< 5000

y-

" 4000

3000

2000

1000

Sfeom Con sum

h

A5

/

^

onottheEng

1 1 ^

J

/

25

///

/

^

/

^

/

/

^

IT

—

—I

/'/

'Vo

'/

y^

-^

/

'0

/

/

bfeam Outpuf
oftheBoiler
1 1 1

50

,o|

30 S

zo|

10"

1

III

V

/

c

D

l/t

"A

V

'/

>^

/

10 20 30 40 50 W 70 60 90 100
SPEED OF MOTION, iiin.
hr.

■. ^ ., , * » >« 1

■S ^TJ- ^

\

t:

"<

\

^^

\

Nd

(«.5-

^eaf

Utilin

a for

fheGt

nerolic

DRiVlMti, AXLE.RtV-PER SEC
3

of fuel in the table indicated bv

■ ti

of the value of — onlv the time was considered during whicli
iv

the throttle was open, as it was found that when the throttle
was closed very small amounts of coal were burned, owing
to lack of draft. The present investigation was carried on
with a grate duty of 200 to COO kg; qm jjer hour. With
smaller amounts of coal burned on the grate the out [nit of
the locomotive was so small that it could scarcely be re-
garded as continuous operation, and while on the other
hand a somewhat higher late of combustion, up to ()50
kg/qm, could be obtained with expert firing, a maximum
grate duty of 500 to 550 kg/qm was obtained as an aver-
age. The coal was rich in gas, gi^'ing a long flame. Its
comparatively low heat value (6250 WE) (11,250 B.t.u.)
was compensated for by a high rate of combustion. Tlie

coefficient of e\aporation -— corresponds to a boiler pres-
n

sure (gage) of 12.5 atmos]ilieres and temperature of feed
water of 10 deg. cent, or 50 deg. fahr. With an average
heating value of coal of 6250 WE (11,250 B.t.u.) and a
consumption of heat of G55 WE per kg. (1179 B.t.u. per
lb.) of steam, a theoretical coefficient of evaporation of 9.55
was obtained, hut the actual coefficient of evaporation va-
ried from 8.00 to 5.59 with tlie amount of coal burned per
1 qm (from 200 to 600), and with the increase of the grate
duty, decreased at first rapidly and then more gradually.
The variation of the coefficient of evaporation is of great
value for the estimation of the fuel, but of course is af-

W- Qfn-hr

fectcil 1)V the kind of lirinS'. The amount of steam r— gen- Fig. 4 Heat Disthibutiox akd Blast Pipe Operation. Locomotive Boiler

erated per 1 qm of heating surface per hour increased
with tlie amount of coal liurned per hour but not in a

straight line ratio, as — remains somewhat beliim

100 2O0 300 400 500 600 700
B^ Kg

Jl

the

B

growth of -— owing to the decrease in the coeflicient of

evajjoration, so that, while the amount of coal burned per
1 qm of grate area rose from 200 to 600 kg or increased
three-fold, the evaiioration per 1 qm of the heating surface
increased only from 31.3 to 65.5 kg or 2.(19 times. It is.

D
therefore, of advantage to use instead ot - , the value of

given in Table 1. It apjiears that U stands in a very sim-

li

pie tunctional relation to -r- since the values of /( obtained

in the present test correspond with fair precision to the
equation

h

0.000,55 (Ij

steam generated per 1 qm of grate area per In

B

'' B'

since it is not so subject to variations and therefore better
permits of comparing various kinds of locomotives.

As regards coal test runs, the author, in addition to the
usual measurements of the coal consumed and water evapo-
rated, also measured the rarefaction of air in the smoke
box, fire box and ashpan and the temperature of the smoke
box gases. The ad\antages which these simple measure-
ments afforded for the investigation of the process of com-
bustion, proved to be so great that further steps -were taken

The following notation is used : for boiler pressure p,
for average pressure in the slide-valve chest p,, pressure al
the beginning of admission p„ at the beginning of expan-
sion p.,. at the beginning of exhaust lead pe, at the end of
tlie piston stroke p.,, lowest pressure during exhaust pt,
l^ressiire at the beginning of compression p„, and average
cft'eetive pressure in the steam cylinder p,. All the indi-
cator diagrams used in this investigation have been taken
with the throttle opened 0.8 of its maximum area, that is
0.8 X 60 = 48 qem. (7.4 sq. in.), as it has been found pre-
\ionsly that this opening of the throttle gives the most fa-
vorable results and further that no water is carried over
uito the steam cylinder, while on the other hand the fall of
pressure produced thereby between the boiler and the slide-
valve chest had no undesirable consequences. The boiler
in'cssure was approximately 12.5 atmospheres, while the

0144

FOREIGN REVIEW

blast pipe was set at its maximum cross section. Since the
average useliil steam pressure is materially dependent on the
boiler pressure, it is worth wliile to use lor its estimation,

the ratio '^' , as tliis magnitude scarcelj' undergoes anv va-

V
liation as long as the Ijoilci- ])ressui'e varies within moder-
ate limits.

The pressure in the steam cylinder during the admission
falls oil at first slowly and tlien rapidly. With small ad-
missions the pressure lines during the inflow of steam can
be represented with Jair ai>])ro.\imation by a straight line
connecting the pressure p, witli p^. In this case the initial pres-
sure during admission is p., and is equal to the average pres-
sure in the slide valve chest /)i. It is especially important

to know the value of — ^^ ^ for the design of steam pres-

Po

sure diagrams since it permits not only to establish the ex-
act beginning of the expansion line but also enables to de-
termine the amoimt of steam actually required during the
admission to the steam cylinder.

The influence of the variaticm of the cross-section of the
lilast pijie on the back pressure was also Lnvestigated in
the locomoti\'es under test. The back pressure pt when the
maximum cross-section of the blast pipe of 160 qcm and
thirty per cent admission was used amounted, even at five
revolutions of the driving axle, to only O.GO atmospheres,
while with a cross-section of the blast pipe of 75 qcm it
rose to 1.50 atmospheres with a corresponding material in-
crease in loss of power. During the present test it proved
possible on certain runs to test the locomotive with a cer-
tain constant cut-off and a speed of run as far as possible
unvariable, so tliat the values for the water consumption
after deduction of all losses could be used for the deter-
mination of the total steam consumption per indicated horse-
power hour (these tests are to be taken with regard to the
most usual average cut-off and average speed of rotation).
The results of these tests are shown in Fig. 4B. Further the
useful steam consumption was determined also from the in-
dicator diagrams, and the difference between these two values
for steam consumption shows the steam losses through con-
densatifjn during admission and through leaks. The curves
in Fig. 4C show the steam consumption for various degrees
of admission and speed of rotation. If on the same dia-
gram were plotted the curves showing the generation of
steam in the boiler, it would give a complete picture of the
way the boiler and engine work together.

Finally the total performance of the locomotives was
tested, mainly in order to determine its maximum, this being
the fact of greatest interest for practical operation. To
do this the boiler has to generate the maximum amount of
steam that it; can do in a continuous run and this steam
must be taken care of in the most favorable way by the en-
gine so as to obtain the largest possible amount of indicated
power. It has l)een already explained that the ability to
generate steam on the part of the locomotive boiler when
a given kind of coal is used depends, practically exclusively,
on the draft available. During the run on a given section of
the road and for a given amount of steam flowing through
a given cross-section of the blast pipe per unit of time,
the draft produced dejjends directly on the number of revo-
lutions of the driving axle; the increase in suction with the
increase of speed of rotation of the driving axle is at first

rajjid, then slower and apparently approaches a certain
maximum value, the draft being also for the same amount
of steam flowing dependent on the operation of the steering
gear, that is beginning of the exhaust lead, shape and diam-
eter of the outflow pipes, etc. The draft under certain con-
ditions produces a certain amount of steam, but may not
be able to do it under different conditions. This fact can
be well seen when the draft is observed with the same cut-
off but variable speed of run. In Fig. D the rarefaction
of the air in the smoke box for the same admission but dif-
ferent speeds of rotation is represented by the line OA.
In order to maintain this admission, amounts of steam in-
creasing together with the speed of rotation are necessary,
and to generate such amounts of steam certain minimum
rarefactions of air in the smoke box are necessary and are
represented in Fig. 4D by the line OB. The lines OA and
OB intersect in point E, which shows that at this speed of
rotation the draft required corresponds to the one actually
available. For lower speeds of rotation the rarefaction in
the smoke bo.x is laiger than necessary, while for high speeds
it is evidently below that required. These conditions hold
for all admissions and there is a certain geometric locus of
points of intersection of all required and all actually avail-
able rarefactions of air CD, corresponding to the maximum
output of the locomotive while in state of continuous opera-
tion. From these data on the rarefaction of air in the
smoke box and the data contained in Table 1 can be deter-
mined the corresponding amounts of coal burned per hour
per unit grate area together with the amounts of steam gen-
crated in the boiler per hour, and in Fig. 4C the line D shows
the total steam generated per hour. This permits to gain
a clear insight into the working together of the boiler and
steam engine. It shows that with an increase of the speed
of rotation the cut-offs one after another intersect the line
of steam generation, and this in its turn shows that when
such cut-offs are used, the amoimt of steam generated by the
boiler is at first not fully taken care of, then at a certain
speed of rotation, the total steam delivered by the boiler is
used, and finally at a still greater speed, the boiler is pumped
dry. The maximum admissions which are required for the
highest outputs are indicated by the points of intei-seetion of
the steam consumption and steam generation curves. From
these data in Fig. 4C the admissions necessary for obtaining
the highest output of the plant can be derived, and it ap-
pears tliat at low speeds of rotation the cut-offs have to be
varied rapidly and strongly while at higher speeds only
little alteration is required.

Tests (1912-1913) on the Resistance of Passenger
Locomotives and Cars on the Russian Railway System
[Opi/tij 1912-1913 g. g. nad saprativleniem passajirskikh
paravozoff i vagonoff russkoy seti, G. V. Lebedeff. Btdletin
cif the Permanent Committee of the Conferences of Agents
of Various Branches of Service on the Russian Railroads
(in Russian), no. 3, March 1914, p. 192. 22 pp., 9 figs.
(A). In tests on the resistance of locomotives and cars
which are now being made on the Russian railroads, the
main basis for determining the power of a locomotive is
the traction on the rim of the driving wheel. Actually, how-
ever, during test runs it is impossible to measure directly
the traction on the rim of the wheel and it must be obtained
either by calculation or from the formula:

FOREIGN REVIEW
TABLE 1 LOCOMOTIVE BOILER PERFORMANCES

0145

Steam

Coal

Actual

generated
per unit

Steam
generated

burned

per unit

Coal

Steam

coefficient

area of

per unit

of grate

burned

generated

of evap-

heating

of grate

area per

per hour

per hour

oration

surface

area per

B
hour-

B

Kg./hr.

D

Kg./hr.

D
B

per hour

D

hour -
R

Kg., qm.hr.

H

Kg.,, 'qm.hr.

Kg./qm.hr.

200

466

3728

8.00

31,3

1600

250

583

4425

7.59

37.1

1898

300

699

5047

7.22

42.3

2166

350

816

5614

6.88

47.1

2409

400

932

6086

6.53

51

2612

450

1049

6567

6 26

55 1

2S18

500

1165

6978

5.99

58.5

2995

550

1382

7397

5.77

62.9

3175

600

1398

7813

5.59

65.5

3354

Draft

Sn^oke box

above

spark net

h

Fir

;-box

*2

mm. of water

22
34
50
67
90
111
138
166
198

U
16
22
29
38
48
00
75

Average
tempera-
ture of
flue gases

T-t
deg. cent.

190
250
300
350
390
415
440
453
460

Heat distribution, in per cent

Losses
through
flue gases

11.5
13 3
18.7
21.8
24.6
26.8
28.4
29.4
30.0

Losses

Heat

Losses

through

utilized

through

radiation,

for steam

residues

conduction

generation

W-.

and soot

W

0,7

4.0

83.8

11

4,0

79.5

1,7

4,0

75.6

2.1

4,0

72.0

3.0

4.0

68.4

3,8

4.0

65.5

4,9

4.0

62.7

6.1

4,0

60,4

7. 5

4,0

58 5

Fw = F,.

II'v

"where It'.u is the resistance of the loeoiuotive as an engine;
or else from the formula

wliere 11% is the resistance of the locomotive as a carriage,
P the weight of the locomotive with its tender, y correction
member for the rotating mass, T' speed and t time. Since,
liowever, TT'm cannot be measured directly, only the second
formula can be used for the determination of Ft, but to use

it it is necessary to know TT'.

and — - ,
df

There is no con-

venient apparatus for the determination of the acceleration
of a train, the apparatus of Desdouits being too rough.
Professor Lomonossoff, who is in charge of these tests, has
therefore proposed to eliminate from this equation the mul-
tiplier of P in the last member, by means of the equation
of the motion of cars :

<J At

where Q is the weight of the cars and IT',, their resistance.
This bring-s us to the formula of the traction on the rim as

P + Q

Q

Ft

F„ -f P ( «-v — «■„ )

TT

where u; =— '^ is the specific resistance of the locomotive
P

W„
as a carriage, and »■„ = - is the specific resistance of the

y

cars. F„ is determined by means of a dynamometer, while
ic, and ii\, have to be determined bv separate tests.

The resistance of Wr of the locomotive as a carriage can
be separated into two parts: The resistance of the locomo-
tive ean-iage proper W', and the frontal resistance TV" of
the air medium through which the locomotive lias to make
a passage for itself. As to the latter it is known that
Tr" = a Q T" where Q is the frontal surface of the loco-
motive and Dt is a coefficient determined experimentally and
equal, according to the tests of Frank and Eiffel, to 0.006.

The determination of the resistance of a locomotive as
a carriage was cff^ected in two ways. The first and simplest
was as follows: The train of several locomotives of a given
type with the connecting rods taken off, was made up with
a d^Tlamometer car in front of the locomotives and con-

nected with them by the dynamometer hook. Several test
rims were made. T!ie values of F„ read oft' on the dyna-
mometer represent the sum of all W, for all the locomotives
after the speed has become normal. Hy dividing these read-
ings by the number of locomotives or their total weight,
we obtain the total or specific resistance of a single locomo-
tive at various velocities, the frontal resistance of the air
being evaluated in accordance with the formula given above.
This method is very simple and convenient when conditions
favor its application, but, in order that it should give re-
liable results, at least two or three locomotives of the given
type have to be available, since the dynamometer readings
are not reliable for small values of F„. When only one
locomotive of the given type is available, the other method,
suggested first by Desdouits, had to be resorted to, namely,
letting the locomotive run down an incline.

The theoretical basis of this method is as follows: The
equation of the motion of a locomotive with the connecting
rods taken off and moving down an incline is

^-(1 + T)^'^'

= P/

TFv

U fit

where ( is the incline in mils. This formula may be con-
verted uito

dV
dt
where m',. is the total specific resistance of a locomotive as a

^(i-«-v)

carriage and I =

1000(1-
the expression for u\. is /

r)

s 120, from which formula

1 dV
l dt

which permits the de-

termination of u'v if the incline and acceleration of the mo-
tion of the locomotive are known. Now assume that we
have a section of the track of a known profile and that the
locomotive travels by inertia, having previously received
a certain initial velocity. At predetermined points of this
section, at equal distances from one another, the time and
velocity are recorded. If we assume further that between
two points, sufficiently close to one another, the acceleration
remains constant, it will be equal to
dV _ . T',— T-

~dt ~ t, — t, ^

if time is expressed in seconds and velocity and acceleration

.3600

0146

FOREIGN REVIEW

in kilometers ami lioiire. Substituting this value of the ac-
celeration into the previous equation and assuming a co-
efficient I = 120 (this coefficient varies very little for dif-
ferent locomotives), we obtain

..— V,

TABLE :

ULTPUTS OF THE COMPKESSOK WHEN TAKING AlK AT
VARIOUS INITIAL PRESSURES

TTv = i

30

which gives the specific resistance at any desired i)oint of
the road. Having performed several tests of rimning down
an incline and refei-ring each time iv.. to the average velocity
on the given section, we shall obtain a sufficient number of
jjoints to draw a smooth curve. The exactness of the results
will depend, of course, on the precision of tiie measurement
of time and sjseed. Initially the tests were performed in the
following maimer: A section abo\it a mile and a ([uarter
long of uniform, carefully leveled profile {i = — 6) was se-
lected and along it were placed posts 700 ft. from one an-
other. The test locomotive with tlie connecting rods taken
off was hooked to a dynamometer car. the resistance of whicli
w'as previously determined. The car was used because it
had an electric speed indicator giving instantaneous veloci-
ties. Behind the car was a second locomotive, not hooked
ui) to the system, was used to drive the test train up to the
first signal post where it was taken off. At the passage in
fi'oiit of eacli signal post, at tlie sound of a l)ell on the loco-

I,

/^

r/

4

4

y

^-

2

4

3 «

«

100

Fk;. 5 Locomotive Resistancks. Russian Tests

motive, tlie velocity was read in the dynamometer car from
the electric indicator and the time from a stop-watch. It
lias been, liowever, found that this method is not suitable
because the velocity was not measured with sufficient pre-
cision, wliile the time could lie measui'cd with an exactnes-
up to a tenth part of a second. The method was therefore
arranged as follows: each section of 700 ft. was divided into
two and the time was read on the passage of the interme-
diary posts. 8ince at ureal S]iee(ls it was very difficult to
notice the passage of eiicli iiost, liSO ft. distant from its
neiglibor, only the time of the odd numliered posts were
read, the lime curves were plotted on a large scale as func-
tions of the distance and the time of the passage of the even
numbered posts was determined from these curves, which
further permitted the rejection of erroneous observations.
The velocity at each ii-tli post was determined from tlie
formula

)•„ =;

In this case (he dynamometer car is not necessary and the
determinalion of tlie time can be made with greater pre-
cision because the oliserver does not read llie time bv the

u

Equal to

m/kg per sec.

Per Cent

I

246 x258x427x 1

27000

100

II

2435 X 170 X 427 X 2

33500

131

III

242 xl25x447x 3

3SS00

144

IV

2385 X 93x427x 4

38000

140

\'

2385 X 71x427x 5

36200

135

VI

2385X 54x427x

33000

122

VI]

0.2385X 40x427x 7

28700

106

Mil

0.2385X 27x427x 8

22000

81

IX

0.23S3X 17x427x 9

15600

58

X

0.2385 X 8x427x10

8150

30

bell, but himself sees the signal post and presses the button
of the sto|)-watch on tlie passage of each, while another man
takes down the readings. The great convenience of this
method of determining velocities lies in the fact that only
one variable, time, lias to be observed, which makes the ob-
servation easier and naturally raises the reliability of the
results. However exact and sensitive a speed indicator may
be, when it is used, it is extremely imiiortant to have its
readings and those of the stois-wateh taken simultaneously
with the passage of the signal post, and in practice it is
very difficult to olitain a perfect synchronization of these
three moments. To determine acceleration at velocities above
50 km. per hour, sections of 700 ft. each prove to be too
small. The calculations were therefore made by determin-
ing the velocity at the first and last sections and by assum-
ina' the aeceleratiori on the entire run to be constant.

This assumjition appears to be fully legitimate since the
points along the curve lay even better than when the ac-
celeration was determined for every 700 ft. Desdouits also
made such an assumjition.

For every locomotive about fifteen runs down an incline
were made. in absolutely calm weather and with initial ve-
locities from 5 to 100 kg. per hour. Curve Fig. 5 gives the
s])ecifie resistance of the locomotives tested. It shows that
the character of the curves obtained by dynamometric meas-
urement differs ipiite materially from those obtained by
letting a car down an incline. Since the greatest difference
is observed at high velocities it may be assumed that it is
mainly due to frontal resistance which in the first case was
determined from the formula " ^ V^. It was assumed that
the resistance W„ is the resistance of the locomotive less its
I'rontal resistance, actually, however, since the locomotive is
not fully covered by the car in front of it, it exi)erienced in
motion a certain pressure of air on a certain part of its
frontal surface. Therefore, in order to obtain the total re-
sistance, it is necessary to have added to the resistance W,
a certain magnitude « ( 9.-U ') "V^, but if we add " V. \'^,
the error is made in exaggerating the resistance. If the
locomotive is comjjaratively low, the error would then be
less in the case of a high locomotive. From his investiga-
tion, the author comes to tlie conclusion that for locomo-
tives with a leading four wheel bogie, the e(|uation of specific
resistance as a carriage may be taken as

\\\ = 1.4 -f 0.02V + 0.005\^
and for a locomotive with a single leading axle

Yv = 1.3 + O.OIV -\- O.OOOoV'
It must be remembered, of course, that this formula gives
onlv the resistance of a locomotive as a carriage. The author

FOREIGN KE\1E\\

0147

passes then to the consideration of the resistance of a loco-
motive in motion without steam.

From the equation connecting- the tangent and indicated
traction forces

r» = F, — W„,

it ajipears that when the throttle is closed, that is when the
indicated force of traction becomes equal to zero, the tangent
assumes a certain negative \'alue. This is the resistance of
the locomotive as an engine with the tlu'ottle closed.

Let us call it 11",,,. The total resistance of a locomotive is
then the sum of its resistance as a carriage and its resist-
ance as an engine witii the throttle closed. Let us call it
IFp.j. Hence

W,., = Tl"',„ -f W,
This resistance was also determined by the " incline "
method, and the curves obtained were then submitted in
several cases to a special method of double graphical dif-
ferentiation which the author explains in full.

This metliod is very convenient for freight locomotives
where the resistance at high spee<ls is not required, and for
speeds up to 26 miles per hour it gives good results, but
for passenger locomotives, \\ liere the resistance at high
speeds is of principal interest, it is not applicable. The
author has determined the resistance of two passenger lo-
comotives with the throttle closed and obtained formulse of
tlie following kind ;

II ,,.3 = - + O.Otir -4- 0.00041' -f 0.000013F'.
The cube member is not novel, since Rokl and Desdouits
have obtained formuhe of resistance with the throttle closed
containing such a member and believed that tliis member
characterizes the resistance determined by tlie mechanism
itself. The author passes then to the resistance of eight
wheel passenger ears. A number of dynamometric tests
were made in WVl and 1913 by two students of the St. Pe-
tersburg Polytechnical Institute who obtained for the sum-
mer time, the following formula of i-esistance :

«'„ = 1.2+0.01 F+0.0003r=
This formula has been, however, obtained under exceptional
conditions with special care for tlie rolling stock, and it is
reasonable to assmne-that the magnitude of resistance as
expressed by this formula is really somewhat below the nor-
mal. Professor Lomonossff jiroposed therefore to use for
the average conditions of summer trattic a formula:

V + 100

"'n

1..5 + 0.21'

1000

The author has derived for tlie conditions of winter trathc,
the following formula, based partly on graphical differen-
tiation and partly on the observation of actual velocities on
sections of known profile:

,. V + II)

1.5 -|- 0.51

1000

These runs were made in November 1913 at temperatures
which varied between — 5 and — 15 deg. R. (20.75 and
2.75 deg. fahr.), often in snow and blizzard, and gives the
resistance at average conditions. It is, however, only the
normal resistance of the cars, that is, not the initial resist-
ance, but a resistance which ' becomes established after the
train has been in motion for a certain time. In winter the
resistance at the starting of a train is considerably higher
than after the state of operation becomes normal. This
is due mainly to the variation m the temperature of the
lubricant, and, naturally, when the locomotive takes from
the station a train with the lubricant in the journals frozen.

the resistance is comparati\ely very high. The author pro-
ceeds to show how these data on locomotive and car resist-
ance may be used for making u]i sclinlule of train runs.

Steam Engineering

A COJIPAKISON OP THE DeSUINS OF TwO CoilBIXED

Cornwall Tubular Boilers, with Respect to Safety of
Operation (Ein Verijleich der KuiislruktioneH ziceier com-
binierter CornwullSohrenkessel auf Hire Betricbssicherkeit,
P. Koch. Zeits. fiir Dampfkeasel mid Maschiiienbetrieb, vol.
37, no. 21, p. 255, May 22, 1914, 2 pp., 9 figs. dc). The
author comjiares two constructions of combined Cornwall
Tubular Boilers. In the original construction, the upper
and lower drums were arranged in such a manner as to have
a water level in conformance with the German Government
regulations, both drums being provided witli feed water
\alves and blow-off cocks. The feeding is usually done into
tlie upper drum where from the water passes to the lower
drum thi'ougli an over-flow pipe a (Fig. 6A), while the steam
spaces in the two drums are interconnected by means of the
pipe b. This arrangement is in accordance with Gei'man
Government regulations but does not guarantee perfect safety
of operation and requires absolutely reliable attendance.
The fireman, in order to prevent all danger of trouble, has
constantly to observe the water level of the lower drum and
at the same time attend to the feedwater valve on the ujiper
drum. If then strong drawing-off of steam occurs, it may
hapjieii that through the over-flow pipe a, not so much water
readies the lower drum as the latter requires to compensate
for the amount of steam drawn-off, as a result of which some
of the fire tubes become uncovered and, by the action of the
heat, annealed and deformed. This may result not only from
a sudden drawing-oft' of steam but may be due also to a
mistake of tlie fireman in observing tlie water level gages
on tlie upper and lower drums. Further the feeding into
the upper drum may also endanger regulation of operation.
If for example the water level in the upper drum has gone
pretty far down, then until a flow of feedwater through the
over-flow iiijic a into the lower drum occurs, a large amount
of water lias to be delivered into the boiler by means of the
feeding apparatus and in the meanwhile the fire-tubes in
the upper part remain uncovered and become deformed,
which may lead to all sorts of trouble. On account of all
this and several other considerations, it was decided to re-
construct the boiler into the type shown in Fig. 6B, which
is really an improved Piedboeuf double boiler with one
water s])ace and two steam spaces. It has in all one water
level in the ui)per boiler and one feed to take care of.

Explosion of a Rotor of a L.wal Turbine (Die Explo-
sion des Lcmfrades einer Laimlturbiiie, F. v. Plato. Ze.Hs.
des Vereines deutsrlier liujenienri', vol. 58, no. 21, p. 817,
May 23, 1914. 5 pp., 13 figs. dpe). On August 6, 1912. in
the electrical power house of the Libau (Russia) Steel "Works
Company, there occurred an explosion of the rotor of a 500
h.p. De Laval steam turbine which was so unusual that the
following account is of interest. A thorough investigation fol-
lowed the accident, the results of which emphasize the neces-
sity for preliminary over-speed tests of all similar parts of
high-speed machinery. This turbine was coupled by means
of transmission gears to two direct-current generators of
2 X 110 volts each. At no-load on the generator it had a

0148

F01{EIG.N RK\IEW

speed of 10,820 r.p.iii., equivalent to a periplieral speed of
445 m. (1400 ft.) per seeond, the ratio of the transmission
l)eing 416:30. The turbine which was in operation on the
morning of the explosion w'as provided later in the daj' with
a new rotor shortly before received from Sweden, because
the blades of the old rotor had become considerably worn
from the water present in the steam (saturated steam at 8
atmospheres was used). Seven turbines of this construc-
tion are used in tlie plant and as the rotors have to be ex-
changed about once a year, the engineers had had ample
experience in this kind of work. After testiiiiz: by hand to
determine the free run of the rotor, the engine as usual was
warmed up and in the afternoon slowly started in the pres-
ence of the superintendent of tiie plant who was standing
at the side of the casing. One of the engineers stood near
the switch-board and the other was slowly opening the main
steam valve and at the same time observing the manometer

have occurred, but never produce as great damage as in this
case. A further supposition is that the accident may have
been due to a foreign body getting into the casing, wliich,
however, does not appear probable since in the first instance
it would cause a considerable amount of noise and would,
therefore, show its presence and second by the centrifugal
action of the rotor it would have been thrown out onto the
rim and cause its fracture in a different manner from what
actually took place. All these and other considerations
ten lied to show that the accident was due not to external
causes but to weakness in the material of the rotor. The
turbine parts were, therefore, carefully investigated at the
jreehanical Laboratories at the St. Petersburg Polytechnic
Institute, where it was found that the chemical constitution
of the metal did not show any undesirable irregularities,
while tests of tensile strength, as shown by curves of radial
and tangential stresses, also failed to indicate anv serious

Fig. 6 Two Types of Cornwall Tubvlar Boilkr

located behind the regulating valve and later on stated that
the steam pressure rose gradually to 3 or 3V'2 atmospheres
and remained stationary at that point ; he then fully opened
the throttle and approached the turbine in order to open
the necessary number of nozzles as soon as the load was
thrown on the turbine. The other engineers were cutting in
the excitation current and raising the voltage; when the
latter reached about twenty volts the explosion occurred,
killing the superintendent and another man present and seri-
ously injuring both engineers.

The article describes in detail the various injuries done
to the turbine installation and other machinery and passes
to the consideration of the probable cause of the accident.
It appears that the governor was not destroye.d and while
there were indications of corrosion in the governor valve,
the amount of steam which might pass through it would not
be sufliciently large to cause excess speed. No foreign t)ody
could get in between the valve disk and seat since there was
wire netting at the inlet. Besides, the turbine ran quite well
in the morning and if there were material irregularities in
the working of the governor, they could hardly have re-
mained entirely unnoticed before; and finally, if the acci-
dent were due to excess speed, the most likely thing to hap-
pen would be the flying off of the rim of the rotor weakened
by the tliread made on it. Such cases of rui)turp of the lim

irregularities. On the other hand a microscopic investigation
of the fracture showed that the metal in some places was
either partly or roughly crystallized. From the information
given by the representative of the concern who built the
rotor^ it appears that the blades were made from material
delivered by an important Swedish metallurgical concern
and that the utmost precautions were taken to obtain the best
material possible. The pieces when finished are usually
tested by the Brinell method and also run for twenty min-
utes at a speed fifteen per cent above the normal. It appears
that in the ease of the rotor in question, the Brinell test had
been made, but that the test run was omitted. Now the
Brinell test indicates only the condition of the surface layers
of the metal and gives no information as to possible in-
ternal weakness, while very slight errors in the treatment
of the metal, especially in its hardening, may lead to the
gravest results when the turbine wheel is run at a high
speed. It appears, therefore, to be absolutely necessary,
when rotors to be run at high speed are supplied, to require
properly signed and attested data sheets of a test run of the
rotor at a speed 15 to 20 per cent above the normal speed.
The great importance of such a test is shown by the tre-
mendous amount of energy stored in a rotor of a De Laval
turbine or similar apparatus rotating at high speeds. A
disk with its two shaft flanges and bolts as well as the

FOHEIGX REVIEW

0119

blades weigh approximately 135 kg. (297 lb.) and has a
moment of inertia of approximately 39.5 cmkgs' at 10,820
r.p.m. It follows from this that at full siieed, tlie energy
stored in the disk is

E =i /(o' = 25,300,000 cmkg = 253,000 mkg = 33 80 h.p.-see.

The heaviest piece which broke off from the exploded rotor
weighed 27 kg. (59.4 lb.). The peripheral speed of the cen-
ter of gravity of this piece was approximately 200 m. per
second (656 ft.), and when it got free from the disk its
energy was approximately

2 g

55.000 mkg

/35 h.i).-sec.

It can be seen from this what a tremendous damage would
be done by the sudden liberation of such an amount of en-
ergy.

Concerning the ITse of Water of Condensation as
Boiler Feedwater {Uber Vcrueiidharlelt von Kondeti»-
u-asser zum Kesselspeisen, M. R. Schulz. Zeits. fiir Dampf-
kessel und Masehinenbetr-icb , vol. 37, no. 21, p. 257, May 22,
1914. 3 pp., 1 tig. pe). A considerable n umber of Cdui-

evaporated per year 10 X 100 X 25 X 24 X 300 1
(47,540,000 gallons), and in this mass of water will be
contained, in accordance with the guarantee, approximately
180,000,000 X 0.01.525 g = 2745 kg (G040 lb.) of oil; or,
taking about 300 lb. i)er barrel, there will be about 20 bar-
rels of oil per year distributed through the piping, boilers
and superheaters. This is, of course, a theoretical calcula-
tion, and actually the case would be still worse as no manu-
facturer of oil separators would guarantee liis apparatus to
u'ork up to standard for an entire year and longer. The
author, however, does not assert that twenty or more barrels
of oil per year would be extracted from the steam plant
since part of the oil would be vapcirized during the steam
generation. Enough will settle in the superheaters, pipes,
etc., tci produce corrosion.

Taking up different types of plants, the author says that
using water of condensation as feedwater is general in sugar
plants, where very little is heard of corrosion in boilers, due
to the fact that as a rule sugar plants are in operation only
eifflit weeks at one time and at the end of the run the boil-
ers and other appliances are thoroughly cleaned. Further,

Boiler Corrosion

Fig. S Polster "Shockmeter"

plaints have been made lately about corrosion in steam buil-
ers, superheaters, steam piping, etc. Such corrosion is gen-
erally local and very small at first, but increases later and
finally pierces the material by needle-like passages. It may
be recognized by observing on the surface of steam pipes
and boiler sheets tiny excrescences of 5 to 10 mm (0.2 to
0.4 in.) in diameter, consisting of iron oxide; when they are
removed the tyjjical deepening as shown in Fig. 7 may be
observed. Chemists have ascribed the origin of such corro-
sion to many causes, but a long study of the matter brought
the autlior to the conclusion that they do not depend pri-
marily on the quantity of air or of carbon dioxide in the
feedwater, but that both of these do accelerate the corro-
sion if oil is present in the water. Of late a large number
of oil separators for steam have been placed on the mar-
ket, none of which, however, is as effective as it ought to
be. One German manufacturer of oil separators offers
to place his apparatus on test for three months and take it
back without any compensation whatever, if the separator
does not deliver the water of condensation " so free from
oil as to be fully safe for use as feedwater in steam boilers "
and undertakes further to guarantee that the water will con-
tain not more than 0.01525 g per cbm (0.43 grains per en.
ft.) of water. It apjiears therefore that even during such
a test, when the apparatus is perfectly new and assumedly
in perfect order, the oil cannot be entirely eliminated from
steam. As regards the further guarantee that the water of
condensation would not produce corrosion in boilers, three
mouths is far too short a period to enable the user to form
any judgment as no corrosion generally occurs within less
than one or two years.

Assuming the above apparatus to work as guaranteed on
a battery of ten boilers, each having 100 sq. m (1076 sq. ft.)
of heating surface and a 25-fold load applied, there will be

in the sugar factory, in addition to the water of condensa-
tion from the exhaust steam of the steam engmes is also
used the water of condensation obtained from the sugar
tanks, which is perfectly free from oil. The custom in such
plants, also, is to add soda to the feedwater and thus pro-
duce a saponification of any oil particles that may be pres-
ent. On the other hand, an entirely different aspect is as-
sumed in many factories of other types.

The author quotes a very striking case of a paper manu-
factory where the boiler plant for more than fifteen years
consisted of two double-flue tubular boilers to which were
later added several water tube boilers, all fed by ordinary
water direct from a well. Usual methods of mud and boiler
scale elimination were used and later on water purification
by the calcium-soda process was introduced and no corro-
sion was observed. The plant was then enlarged and new
water lube boilers installed. Since the existing feedwater
purification plant was not sufficient to supply all the water
required, it was decided to collect the water of condensation
coming from the exhaust of the engines, pass it through
several oil separators located on the exhaust piping and
feed the water thus obtained into a battery of water tube
boilers. As a result of this arrangement, corrosion devel-
oped several years later in the boilers and sujjerheaters, in
the feedwater piping and even in the steam piping, making
it necessary to shut down the boiler group. The author
tlien enlarged the water purification plant and had all the
water of condensation pass through a iirocess of purification,
since which no corrosion has been observed, although the
]ilant has been in operation for over a year. It does not
appear that the use of cast iron pipes would improve the
situation, and in the case of boilers working at a pressure
of eighteen atmospheres or more the government regulations
in Germany do not allow the use of east iron.

01.50

FOREIGN REVIEW

EXPERIAIENTAI, Ix\ ESTICATIOX OF VARIATIONS OF PRES-
SURE AND Shocks in the Crank Mechanism of Recipro-
cating Engines (Ex peri men telle L'ntersuchimy der Druck-
wechsel utid Stosse im Karbelijetriehe von Kolbenmaschinen ,
H. Polster. Zeits. des Vereines deutscher Inyenieure, vol.
.58, no. 22, p. 807, May 30, 1914. 9 pp., 14 figs. eA). The
autiior mentions the clitKculties experienced by the designers
of steam engines in attempting to increase the speed of
revolution because of "knocking" in the crank mechanism
due to the resultant of the steam and mass pressures passing
iroiii the positi\e to the negative side during a single revo-
lution. The pressures on the pins which arise as a result
of this knocking are very considerable and may exceed the
(jrdinary journal pressures from five to ten times. While
many graphical and analytical investigations of the sub-
ject liave been made, they have not arrived at uniform coii-
clusions.

The experiments ol tlie autlior were carried out on a
(lorliss engine at the Laboratory of Mechanics of the Dres-
den Technical High School. The engine had 4.50 mm (17.7
in.) stroke, diameter of piston 180 mm (7.0 in.) and was
designed for 160 r.p.m. The piston rod with a diameter of
40 mm (1.57 in.) passes through both cylinder covers and is
provided with stuffing boxes and liemp packing. Tlie lengtli
of the connecting rod is 1000 mm (39.37 in.), the distance
of its center of gravity from the cross-head pin is 673 mm
(26.3 in.). The reciprocating mass weighs 45.87 kg. (101.1
lb.), the flywheel has an external diameter 1610 mm (63.3
in.) and its moment of inertia is 56.9 mkgsec" (412.5 ft. -lb.
per sec. per sec). In designing the experimental arrange-
ment of the apparatus it was recjuired to be able to deter-
mine tlie actually occurring maximum shock, the time of the
shock, the instant of pressure variation, and in addition
it was desired to be able to investigate separately each of
the four shocks correspt)nding to one revolution of the en-
gine. The shock occurring in the crank pin bearing pro-
duced a trembling in the connecting rod. If one assumes at
both ends of the rod a sufficiently large amount of play,
(hen the connecting rod at the instant of the shock may be
considered as a mass having a free motion of flight and
the force producing the shock will communicate to this
mass a corresponding acceleration which increases in the
same proportion as the force of shock, attains its maximum
simultaneously with it, and then begins to decrease also
simultaneously with if. If now there be a small mass .1
as in Fig. 8, which is i)ressed against a certain body B by
means of a weigiitless spring C and if the entire system
lie accelerated in the direction of the axis x — y then as the
acceleration h increases, the pressure between A and B w'ill
decrease more and more and at the instant where h equals the
tension of the spring, it will become 0. If 6 be increased
still more, then .4 will get free from B and the two bodies
will come back into contact only after the tension of the
spring again exceeds the acceleration (no attention is here
paid to oscillatory iihcnomena).

If now such a device as shown in Fig. 8 be placed on a
connecting rod in sucli a manner that its axial direction be
])ai'allcl to 3- — y, then with the maximum force of shock P
kg, a certain definite maximum acceleration h msec~^ of the
connecting rod in its axial direction will be produced, and
by varying the spring tension F, the aiiparatus can be ad-
justed in such a manner tliat the mass m will be either just
in contact with A or in such a position that it could not

be brought oat of contact with it. Whether this happens,
can be detei-miued by insulating A from the spring and con-
necting A and B with the poles of an electric circuit : at the
instant when the current is interrupted in the circuit, one
can say the bm = F where b is acceleration of B with re-
spect to A in msee~^, m is the mass of .1 in kg.m~'sec", and
/•' is the tension of the spring C in kg. If further M be the
total mass of the connecting rod including the mass of
li kg.m"^sec', then the force applied to the connecting rod

M
will be P = Mb = — F. This gives a simple way to meas-
m

ure the force of the shock P which otherwise is not easy
to determine, from the tension of the spring /•' which can
be easily measured. The author calls this apparatus " shock
meter " and describes fully its actual construction which
involves quite a complicated system of electrical connec-
tions.

As the lack of space does not permit a com])lete abstract
of the article, only the main results of the investigation are
reported here. " The Position of Pressure Variation " can-
not act as a criterion for the strength and danger of the
shock: the shock at the dead center can be just as innocu-
ous as in the middle of the stroke. The speed of revolution
of the engine has a certain influence on the jiressure rise per
second of the over-pressure line, the latter being propor-
tional to the speed of revolution, yet the speed of revolution
does not appear to have any further influence on the force
of siiock. P is a function of only the " pressure rise " per
second of the over-pressure line, dimension of play, and
lubrication. With inereasuig play the strength of the
shocks increased and then either decreased, or increased less
rapidly, in accordance with the kind of pressure variation
and of lubrication, which is due to the fact that where there
is a larger play, the admission of the oil is more effective.
The kind of lubrication has a material influence on the force
of shocks, poor lubrication producing hard knocking. A
very slight oil pressure is required to reduce to a consid-
erable extent the strength of the blows, and higher oil pres-
sures improve the condition still better but not in propor-
tion to the increased oil consumption. The present article
is a valuable extension of the former investigations such as
those of Stribeek.

Thermodynamics

Investigation of the Heat Conductivity of Refrac-
tory Materials (Vntersuchungen iiber die Warmeleitf'dhig-
l-eit feuerfester Bniistoffc. Stnhl und Eisen, vol. 34, no. 20,
]j. 832. 3 pp., 2 figs. e). The present article, which is a
communication from the Royal Laboratory for Testing Ma-
terial at Berlin-Lichterfelde West, in the fii-st place criti-
cises the methods used for the determination of heat con-
ductivity of refractory structural materials. The process
often used hitherto and known as the calorimetric method,
consists in heating up from an external source a face A
of a plate made of tlie material investigated, and measuring
by means of a water calorimeter the heat coming from the
opposite face B of the plate after a normal state of oper-
ation has been attained. This process has been very much in
favor because it makes it possible to obtain a simple for-
mula for the calculation of heat conductivity, but it has
many experimental difliculties and is reliable only when the
(low of heat in the caloi'imeter is al)solntely uniform: fliat

ENGINEERING SOCIETIES

0151

is, when each particle of the area of the heated face ^1 com-
muuieates its heat to an equally large particle of the area
of the opposite face B of the plate. If this condition is not
satisfied, as has heeii for instance the ease in some previous
experiments, then the values of conductivity obtained may
contain errors as high as 100 to 200 per cent. This condi-
tion of a uniform flow of heat is extremely diflicult to secure
when the calorimeter process is used and if by a special com-
plicated method one manages to satisfy this particular re-
quirement, man_y other sources of error are likely to arise.
The calorimeter method has. therefore, been set aside in the
present test and another method briefly described has been
used instead.

The test plate was built in in a wall made of stones of
the same or similar kind, Fig. 9A. The experimental plate
(as well as the surrounding bricks) comes in contact by its
face A" with the plate P, made uji of a highly refractory
material. The latter is heated by means of a granular re-
sistance mass M (carbon granules) by means of a current
flowing through the electrodes B., and i?„. Actually, and
different from what is shown in Fig. A, the thickness of
the wall element in the diiettion uf tlie .\ axis (the lon^i-

x-a

f

1

:

—

—

^

^

w,

'-^

,^~

x.lS

/

r--

t-1

/

,-^

^

-♦

.^x

^

/

/

^

^'

/

^

-*

/

^

■— "

.5

/

/

/

^*'

F^

/

/

y

y

^

y'

/

}

,1

*

,/

'

f

f

/

9

A

—

— t.u"' Line

for o'- 00

7SIS

'/

/

Ot?s

?rvt

rf

.u

Lit

ie

/

/y

^

4000 6000 BOOO lOPOO ItpOO KOOO
?- t, Sec

Fig. 9 Ahhangement for the Determination of Heat Conductivity of
Refractory Materials

under an assumi)tion of various values for a', one may
calculate the position of the t ■ — u curves for various distances
A", these lines being called for the sake of distinction t — m"
curves. By comparing the calculated t — u" curves with the
t — u curves observed from actual experiments, one may draw
some conclusions as to a' which first shows the specific prop-
erties of the material tested and in the second place gives
information as to the law of its variation with temperature.

ENGINEERIXG SOCIETIES

AMERICAN INSTITUTE OF MINING ENGINEERS

BuUeliii, vol. SO, May 1914. New York.
Turbo-Blowers for Blast Furnace Blowing, Richard H. Rice

(abstracted)
Data pertaining to Gas Cleaning at the Duquesne Blast

Furnaces, A. N. Diehl
Is it Fea-ible to .Make Common Carriers of Natural Gas

Transmission Lines, Samuel S. Wyer
The Progress of the Metallurgy of Iron and Steel, Sir Rol)-

ert Hadfield

.Pressure Yariafion With Turbo Blower

_ , Pressure Variation wiffi Reciprocating Engines

. Mear

Curye 1

///? Reciprocating Eng:

-?es

■ ■ ^

'

1

1

1 t

time- seconds

Fig. 10 Pressure Curves of Turbo-Blowers and Blowers Driven- hy
Reciprocating Engines

tudinal nuildle lino along the experimental brick) was not
equal to tlie length of the brick, but two bricks were placed
side by side so as to make the thickness of the wall element
equal to two lengths of brick. In the longitudinal axis of
the experimental brick are located the soldered-in ]ioints
of the thermo-elements. as shown in the drawing. The
main thej-mo-elements were thus located at X = and
X = 1..5 cm measured from A",. All the other connections
were used only for the additional control of the tests. After
the heating current has been placed in circuit the tempera-
tures M„ at X = and ««j.- at X = 1..5 cm is read at regular
intervals of time by means of the thermo-elements and in
tliis way two curves aje obtained with T in seconds as
abscissae and the temjieratures w„ or ?(,.5 as ordinates.
(Fig. B.) These cur\es may be called t — ;( cui-ves; tlie tem-
perature u is not the actual temperature, but the excess
over the temperature of the external air at the point of
measurement. If the heat conductivity of a material is
called k. its specific heat c and its weight per unit of volume

s, then a' = - is the so called temperature coefficient of
c.s

conductivity which, just as k, is a function of tlie tempera-
ture ?(. If one assumes that o" is constant, that is, inde-
pendent of temperature, from the shape of the u„ curve and

Turbo-Blowers kor Bl.vst Furxace Blowixg, Richard II.
Rice (22 pp., 9 figs. d<jp). The paper presents a review of
the experience gained and the present state of progress in
llie design of turbo-blowers for blast funiace blowing. On ac-
count of lack of space only certain parts are here abstracted.
It has been frequently contended that the blast from the
reciprocating engine is just as steady as that from the turbo-
blower and that pulsations due to intermittent discharge
from air tubs were smoothed by the frictional resistance of
blast main and stoves. In order to settle this question a
special measuiing instrument devoid of inertia was designed,
making it possible to obtain a record of the pressure varia-
tions in the blast. The record shown in Fig. 10 was made on
a furnace working on Southern iron and at the time it was
blown with reciprocating engines there were four engines
in use, two of which had steam cylinders 84 in. in diameter
and air cylinders 81 x 60 in. stroke, while two had steam
cylinders 14 in. in diameter and air cylinders 84 x 60 in.
stroke and were operated at an average speed of 40 revo-
lutions per minute, giving a total displacement of about
60,000 cu. ft. of air per minute. They were of the vertical
long- crosshead type equipped with Corliss air inlet valves
and modified Rejiiolds type discharge valves. The curve
obtained when operatins- in this manner apparently consists

0152

EXGIXEERIXG SOCIETIES

of a primai-y \va\e and a seeoiulary wave, the first being
due to tlie discliarge of the reciprocating cylinders while
the secondary waves may be caused by the fluttering of the
discharge valves. In contrast with this is shown a compara-
tively flat curve of pressure variations observed with the
turbo-blowers. The article describes also the design of a
constant volume governor for centrifugal compressors and
gives some data on the performance of reciprocating steam
engines, gas blowing engines and turbo-blowers, but comes
to the conclusion that the gas consumption of the recipro-
cating steam blowing engine is so high as compared with
that of a turbo-blower that it is not possible with any form
of blowing engine to come within reasonable range of the
turbo-blower in this respect. The steam practice of blast
furnace and steel works is hopelessly behind the times and
needs entire revision, but with the introduction of the tur-
bine-driven plant in which modern economical steam prac-
tice is applied there is a lower cost of operation, less stop-
page and loss of pi'oduct, and a larger product for the same
furnace and one of better quality than by any other prime
mover now in use for the i)uri)ose.

AMERICAN SOCIETY OF NAVAL ENGINEERS

Journal, vol. 26, no. 2, Ma/j 191i. Washington, D. C.

Operation and Trials of the U. S. Fleet Collier " Jupiter,"
S. M. Robinson (abstracted)

Designing a Foundry for a Navy Yard, F. M. Perkins

The Breguet Ejectair, M. M. Delaporte

Oil Burning, John J. Hyland

The Desirabilitv of Using High Mean RefeiTed Pressures,
H. C. Dinger

The Effect of Mixing Oils in Forced-Lubrication Svstems,
G. S. Bryan (abstracted)

Gearing and the Electric Drive, H. C. Dinger

Empirical Fomiula tor the Weight of Steam Passing
through a Venturi Tube, John B. Grumbein (ab-
stracted )

Opebatiok axd Trials of the U. S. Fleet Collier
"Jupiter,"' S. M. Robinson (12 pp., 5 figs. eg): The
article describes operation and trials of the U. S. Fleet Col-
lier Jupiter, equipped with an electric system of transmis-
sion between the turbine plant and propellers. The ma-
noeuvering qualities of the electric drive have proved to be
highly satisfactory; when the resistances are in, the opera-
tion is practically instantaneous and this makes it possible
to use the engines to help the rudder. There are several
conditions of operation which are peculiar to the electric
drive. One is that if operated at all, both motors must go
at the same speed ; that is to say, it is not possible to go full
speed aliead on one of the motors and slow astern on the
other. Another peculiarity is that when the ship turns the
inboard screw does not slow down but keeps the same speed
as the outboard. Tiiis results in a slightly larger turning
circle, at liigh speed, but apparently the increased pressure
en the rudder under these conditions nearly makes up for
the effect of the higher speed of the inboard screw. One of
the advantages noted in the behavior of the electric drive at
sea w'as the total absence of racing. The governor so effectu-
ally prevents this that even with bad pitching there was no
change in speed of the motors when coming in or out of
the water. Another advantage of the governor is the gi'eat
accuracy with which any desired number of revolutions can
be maintained. The control wheel once set will maintain

tiie same speed within a small fraction of a revolution for an
indefinite period of time, regardless of changes in vacuum
or steam pressure.

The article gives data of tests in the form of tables and
curves. The ship liad a water consumption per s.h.p. hour
in the 48-hour test of 11.68 lb. (turbine) and in the •24-hour
test 12.31C lb. fuel consumption in pounds of coal per hour
per s.h.p. 1.662 and 2.5050 respectively, developing 15.9 and
4.48 (?) s.h.p. per square foot of grate surface and 2.82
and 4.43 knots per ton of coal.

The Effect of Misixg Oils ix Forced-Lubrication Sys-
tems, G. S. Bryan (10 pp., 2 figs. e). In the Service of
the United States Navy trouble has been experienced in the
forced-lubrication systems of main engines and turbines
and it has been frequently suggested that this trouble might
possibly be due to the mixing of two or more oils in the same
system. In order to decide whether or not mixing oils had
any harmful effect, a series of tests was undertaken at the
Engineering Experiment Station at Annapolis with eight
oils, five of which were parafiine base and three asphalt base
oil. The test was divided into three general parts: (a) tests
in oil testing machine, (h) chemical examination for condi-
tion of refinement and determination of the physical consti-
tution before and after use in above machine, and (c) test of
oils mixed with steam and water. A special oil testing ma-
chine has been constructed to reproduce forced-lubrication
conditions. These tests have demonstrated that no harmful
effects result from mixing any or all of the oils tested. It
is believed that the eight oils tested are representative enough
to cover the field of oils for forced-lubrication and that the
conclusions drawn from these tests will apply to all straight
mineral oils used in forced-lubrication systems. The article
gives also some data on mixtures of oil with steam and
water and " separated matter '' obtained. This " separated
matter " took the form of a thick jelly-like emulsion. The
same cliaracter of emulsion was formed by bubbling steam
through the oil for a few minutes; when the mixture was
stirred under 50 lb. steam pressure, the emulsion disap-
peared and a different kind of " separated matter " made
lis appearance.

Empirical Formula for the Weight of Steam Pass-
ing THROUGH A Venturi Tube, John B. Grumbein (2 pp.,
1 fig. et). The author derives a new formula for the
weight of steam passing through a venturi tube, different
from the Rankine formula. Fig. 11 gives the results of a
series of actual experiments on the venturi meter as com-
pared with the calculated results from the Rankine formula
for the flow of steam through orifices. The dotted line cor-
responds to zero error, the full line to the results obtained
by the Rankine formula; these results were 4.9 per cent
greater than indicated by the Rankine formula and the ex-
periment indicates that the coeflicient 42 employed by Ran-
kine for orifices should be replaced by 40 for the venturi
tube. For the venturi meter the author modifies the Ran-
kine formula as foUows :

11' = a.p, 0.030(i2( ^1

where W is jDounds per second, o, area of the throat in
square inches, p, pressure in tlie throat, pounds per square
inch absolute, P, pressure entering meter, pound per square

ENGINEERING SOCIETIES

0153

inch absolute. The fomiula lias been devi'ldiicd in tla'
laboratories of Sililey College.

ASSOCIATION OF ENQINEERINQ SOCIETIES

Journal, vol. 52, no. -j. Mm/ I'Jli, St. Louia, Mo.
Timber Conservation and Presorvatinn in the United States,

E. L. Powell
New Turbine Pumps of the St. Louis Water Works, L. A.

Day (abstracted)
Engineering- and Accounting (Discussion).

New Turbixe Pumi's of the St. Louis Water Works,
L. A. Day (13 pp., 4 figs. de). The article describes the
steam turbines and centrifugal pumps of the St. Louis Water
Works. Some time ago when the safe working capacity at
the Chain of Rocks Station in St. Louis had been reached,
it was decided to replace two 20,000,000 gallon AVorthington
pumps witli centrifugal pumps of greater capacity, namely,
two 40,000,000 gallon pumps. Two such pumps of the re-

2000
1500

43

%-^

T

//

/

//

/

'/

y

//

/

i/'

/

//

/

^

/

/^

1000 2000 500O 4000

FLOW IN POUNDS PER HOUR BY
EXPERIMLNT

Fig. 11 Curve of Flow of Steam through a Venturi Nozzle

ciprocatmg type would have cost approximately .1;230,000,
the duty in feet pounds of work per thousand pounds of
steam of the reciprocating type being approximately 150,-
000,000. Two 40,000,000 gallon turbine centrifugal pumps
cost $55,000 with an average duty of 94,000,000, while the
maintenance cost iu the first case would be about $780 per
pump per year and in the second $550. In capitalizing the
investment the following formula was derived :

:i^l^+F(.- + rf)+i + M = c'

where A is the total number of gallons pumped per year,
IT' weight of a gallon of water, II average total head in feet
pumped against, P cost of steam per 1000 lb., D average
duty in foot pounds per 1000 lb. of steam, F total invest-
ment, i rate of interest on investment, d rate of depreciation,
L yearly cost of operating labor, M yearly cost of miscel-
laneous expenses of operation, C total cost per year. Solv-
ing for C with both types of pumps, a difference of $13,000
was obtained in favor of the turbine driven pump, which
means that in a little more than four years the centrifugal
pumps will have paid for themselves. Needle ice suspended
in the river water during the winter and sand throughout
the year are additional important reasons for installing
centrifugal pumps. On account of these conditions, a con-
tract was given for two De Laval 525 h.p. steam turbine
driven centrifugal pumping units each to have a capacity of
42,000,000 gallons in 24 hours working, under a total head

hicluding friction iu the suction and discharge pipes of 46
ft.; a capacity of 40,000,000 gallons under a total head of
50 ft. and a capacity of 30,000,000 gallons under a total
iiead of 63 ft., the 46 and 63 ft. heads being the minimum
and maximum heads at tliat station, due to the different
stages of the river throughout the year.

Each pumping unit consists of two single-stage double-
suction 24 in. volute pumps without diffusion vanes and
v\-ith impellers ot the closed type. Tiic double suction im-
peller practically eliminates end thrust, but a marine thrust
bearing is provided at the end of the pump shaft to take
care of any thrust, which might occur if for instance some-
thing should become lodged in one side of the impeller and
jirevent the proper filling of the pump on that side. Al-
though manganese bronze proved satisfactory. Government
l)ronze will be used when the impellers require renewal be-
cause it can be much better cast than manganese bronze.
The pump case is horizontally divided through the center of
tlie main sliat't, and when the pump case cover is removed
an examination of all working parts can be made without
disturbing any of the pipe connections. The only moving
parts are the shaft and impeller and the only wearing parts
are the wearing rings, bearings and shaft protecting sleeves

Fig. 12 Bearings of the Turbine Pumps of the St. Louis Water Works

(Fig. 12). The stutfiug boxes contain soft packing with a
hollow skeleton ring in the middle of the packing to which
clear water under pressure is admitted forming an air
tight seal and preventing loss of suction. The shaft in the
stuffing box is protected by a bronze sleeve which forms a
ijearing for the packing and can be easily removed when
worn or scored. The shaft jjroper being thus subject to no
wear.

The final tests have given the following results : Head,
53.06 ft.; delivery, 42,900,000; duty, 96,800,000; head,
55.46 ft.; delivery, 30,040,000; duty, 93,800,000. The im-
pellers were changed after installation and the following re-
sults obtained: Head, 58.86 ft.; delivery, 38,480,000; duty,
104,100,000; head, 62.15 ft.; delivery, 36,458,333; duty,
101,600,000.

Answering cjuestions in the discussion which followed, the
author stated that the best speed at which the pumps should
run is to a great extent a matter of calculation and it is
likely that as far as the exact speed is concerned each pump
would have its own particular characteristic. For instance,
tlie design of the wearing ring would affect the capacity of
the pump and the builders themselves have constants which
they use and of which they did not inform the purchasers.
The speed is not changed with the change of head. The me-
chanical efficiency of the aggregate will run around ninety-
five per cent over all, vacuum being 27 to 28 in. ; at full load.

0154

ENGINEERING SOCIETIES

the steam poiisuniptidii was 15.1 11).; at onc-lialf load Ki.'i
and at tlire<'-i)uarteis load 10.1 11).

AUSTRALASIAN INSTITUTE OF MINING ENGINEERS

I'ructcdini/n, .Vfii; Scrips, no. I-'l, lUIl, Mclhuunn .

Tin: Requikeme.vts of Econo.mical Winding, J. Arm-
strong Turnbull (43 pp., 37 tigs. p). The paper describes
the main points for special consideration regarding winding
engines used in connection with vertical and inclined shafts.
The article is of a i)ractical nature and on account of lack
of s))ace only certan few points will be referred to here.
Head flames are usually constructed of wood, owing to its
sui)posed cheajjuess. Wooden head frames, however, require
quite a number of e.xtra members; not from a load resist-
ing point of view", but from the standpoint of mechanical
construction. As an iron or steel frame can be designed so
as practically to reduce redundant members to a very small
degree, often the iron or steel frame is the cheaper of the two.
besides having a life at least four or six times longer than
that of wood. The pit-head |)ulleys should be at least three
(juarters tlie diameter of the winding drum and, preferably,
the full diameter of the latter. The losses due to these pul-
leys are directly proportional to the weight of wheel, its
load and diameter of journals multiplied by the revolutions
per wind. Hence, these wheels should be large in diameter,
and have as small journals as is consistent with strength.
It is, however, necessary that the total weight of head pul-
leys should be kept low, for other reasons than frame strains,
viz., in the case of a heavy pulley where the inertia may
exceed the rope load, the wheel may continue to revolve
after the wind is finished and injure the rope. All winding
shafts should be eciuipped with cages having the following
automatic safety appliance: a spring buffer draw-bar, in
addition to the usual suspension chains and adjusting
screws ; safety catches to grip either wooden, iron or pliable
slides and automatic stops which cannot be tampered with
unless the cage is resting on the shaft catches; overwinding
automatic disengaging hook; and a special set of additional
catches with adjusting screws placed in the head frame so
that the cage or skip when in the overwound position will
just press through them and be not more than 6 in. above
them when unhooked. The saving of property in the event
of an acciilent more than compensates for their initial and
maintenance costs. The author discusses in detail the con-
ditions of balancing on the engines and comes to the con-
clusion that it is very necessary to keep down the size of
winding rope as this causes the largest amount of unbal-
ancing effect on winding engines. He discusses further the
principal methods of balancing winding engines, among
others tiie continuous rope systems known as the Koepe and
Whiting. It appears, however, that the introduction of any
of these systems of winding acts not so much as a means
of balancing as a means of reduction of rope abrasion,
although these systems especially lend themselves to tiie
suitable application of the tail rope as a balance. The
author describes in detail and illustrates the construction of
winding engine cylinders and the question of their clear-
ances. The acceleration required in a winding engine is per-
haps one of the most severe requirements that steam engines
are ever called upon to meet and to ensure the best operating
conditions the automatic governor-control cut-off must act
within tlie first two revolutions of the winding drums, and

it is most important that there be no hesitation on the gov-
ernor's I'art in getting up to speed. The author discusses
also in considerable detail the brakes used on winding engine
drums as well as the automatic stop motions, and passes on
lo a brief discussion of electric winding engines.

EIGHTH ANNUAL CONFERENCE OF WEIGHTS AND
MEASURES

Washington, D. C, May 1913 {abstracted from manu-
script).

Scale Con.struction, A. Bovsfield. It is of a great ad-
vantage to weigh freight cars in motion, but to do this well,
the lever system of the scale must be sufficiently hea\'y to re-
sist, without undue deflection, the effects of the moving
loads and the platform must have j^erfect freedom of motion
in both planes and if moved slightly from its normal posi-
tion, must return promptly to i^osition and balance. The
suspension or jiendulum system of scale construction ap-
])ears to be the most accurate that has yet been evolved and
for weighing loads is superior to old rigid bearing types.
There are tliree distinct types of levers used in scale con-
struction. The straight line solid lever type is particu-
larly well adapted to track scale work, where great rigidity
is an all important feature. The straight line trussed lever
type is well adopted to w^agon scales where platforms are
large and the capacity light. Pipe or torsion levers are
adopted to scales which are to be applied to hopper and
charging cars. The principal objection to this type of lever
IS that for heavy capacities the cylindrical portion has to
be made very large and heavy, in order to resist the com-
bined Ijeiiding and torsional strains induced by the loading.
If, howe\'er, long fulcrnms are used and the bending and
torsional stresses kept low, rigid and accurate scales can be
designed and built with pipe levers. In designing scale levers,
it is necessary not only to consider the safe working stresses
lo which the various materials used may be subjected, but
the deflection of the levers under load must also be consid-
ered, as one of the sources of error in a scale is the elasticity
of the material. Bending and twisting of the lever system
tends to change the multiplication and produce alterations
in the state of equilibrium. If the size of important mem-
bers is so reduced as to produce excessive stresses, accuracy
will be materially sacrificed when the scale is loaded to full
capacity.

Pivots and knife edges may be considered as infinitely
smaif icillcis, rolling upon their foundation or bearings.
Either a perfectly flat bearing or one whose surface is
forine<l by a large radius is better than a sharp V bearing
since with the latter an element of friction is introduced.
In some types of special construction the V bearing is a
necessary evil. The correct angle for knife edges and
pivots has never been very definitely determined. The angle
of 90 deg. gives good results for heavy loads, but for scales
of light capacities a sharper angle is desirable and for
scales up to 150 lb. capacity may be 45 deg. The end to
1)6 aimed at in establishing the correct angle for pivot and
knife edges is to determine the angle which will enable the
jiivot to support the greatest load with a minimum wear
under all conditions. There is a general agreement among
scale designei-s that the greater the load, the greater should
be the angle of pivot or knife edge. The bearing pressure
per lineal inch of knife edge has an imjiortant bearing on

ENGINEERING SOCIETIES

0155

tlie enduring aecuraey of tlif luechanism in scales subjected
to heavy loads in motion. A load of 5000 lb. per lineal
inch will be found sutliciently high. The material almost
universally used for knife edges and bearings of large scales
is steel. Tlie contact surfaces should be extremely hard
while the remainder of the structure should retain tough-
ness and ductility.

In designing levers for scales wliich are subjected to
severe shocks due to the effect of moving loads, an allow-
ance of 100 per cent for impact should be made. It is poor
practice to stress the material up to the elastic limit, for
when this is done, undue deflection is introduced and this
will )irobably cause inaccuracies when the scale is loaded
to full cajiacity. Before construction work is started, cal-
culations should always be made to determine dellection. In
levers for heavy scales it is desirable to have the pivots ami
knife edges reinforced by projections cast integral with the
levers. Where the are of movement is large, it is desirable
to have the pivots placed on the neutral axis of tiie section
to insure an equal distribution of mass about the jjivot line.
There is nothing of greater importance in the manufacture
of scales than the sealing of the levers and beam. Levers of
large cajiacity should be sealed with test weights as heavy
as it is practical to handle. It is almost impossible to de-
tect slight discrepancies with light test weights. The notch-
ing and marking of the beam is an operation of precision
and it is almost impossible to manufacture a machine of
sufficient accuracy to do the work without its finally being-
sealed by a skilled workman.

In testing grain hopper scales of large capacity, such as
2000 bushels, the following method of procedure will give
good results: Sus])end a temporary framework from the
scale platform framing and place 2000 lb. of test weights on
each corner successively, testing the beam after each corner
has been loaded. When the loading of the last corner has
been completed, a load of 8000 lb. of test weiglits will be
placed upon the scale. Then run grain into the hopper
mitil the full capacity has been reached. Rebalance the
scale and remo\e the weights from each corner separately,
checking each corner respectively as it is unloaded. Grain
hopper scales work under almost ideal conditions since the
loads are gradually and steadily applied and removed.

What is probably the largest and heaviest track scale in
the world has been recently ("oustructed for the Norfolk and
Western Railroad. This scale is G8 ft. long and made in
four sections. 5 ft. 6 in. protective overlap is used at each
end giving a 57-ft. weighing rail. The main lever stands
are placed directly upon concrete foundation and all pock-
eting of piers is elimhiated. The scale is built on 0.75 per
cent grade obtained by tlie use of grade blocks placed under
the main girders, the latter being designed as a box chord,
and made in three sections so as to eliminate the objection-
able upward reaction of the extreme ends. The main levers
are cast steel with the load and fulcrum pivots 15 in. long
and with the tip pivots 7 in. long. The multiplication of the
lever system is 24 at the tip of the extension lever, 200 at
the tip of the fifth lever and a multiple of 400 at the butt
of the weighing beam. The main bearings are of the
suspension type, arranged so as to give perfect freedom
and also retain perfect alignment with the pivot edges at
all times and without movement of the lever system. The
main suspension links, the cross-bars and rockers are of
cast steel. Tlie maximum stress allowed in the members

under an assumed load of 100 tons is 0000 lb. per square
uich in cast steel, 2000 lb. in cast iron, 8000 lb. in structural
steel, all three in tension. These scales have been designed
for weighing in motion some especially heavy coal cars which
have recently been designed by the Norfolk and Western
Railroad.

OHIO SOCIETY OF MECHANICAL, ELECTRICAL AND
STEAM ENGINEERS

Jounutl, vol. 6, no. 2, 1914. Columbus, 0.
The Taylor Stoker Operating under Avei-age Conditions,

Horace Judd (abstracted)
Steam Boilers, Their Construction and Inspection, H. A.

Baumliart
(Centrifugal Boiler Feed Pum]is, Edward S. Adams
Uniflow Steam Engine, James H. Debes

The Taylor Stokki! Oi-kr-^tinc; uxdp:r Averaoe Condi-
TION.S, Horace Judd (pajier no. 192, 23 pp., 6 figs. eA).
Such stoker trials as iiave been reported have for the most
part been conducted under favorable conditions with boil-
ers and furnaces often of unusually large size and operated
under expert guidance. There has frequently been a query
among power plant men, however, as to whether the stoker
in units of moderate size and tended by the average fireman
would give the same favorable showing. The author (assist-
ant professor of experimental engineering in the Ohio State
University) during the past year has had an opportunity to
make a series of evaporative tests with ordinary attendance
at the boilers, and the boiler equipment working under
usual commercial conditions. Six of the boiler trials were
conducted in Marcli 1913 on a 250 h.p. Babcock & Wilcox
boiler of the cross drum type, forming the boiler ecjuipment
at the Troy Laundering Company, Columbus, Ohio, and
three trials were made on a 300 h.p. Flanner boiler of the
same type at the Power Plant of the Ohio State University,
Columbus, Ohio. The boilers at both places were equipped
with three retort Taylor stokers. The coals in the trials
at the laundry were soft coal from West Virginia, Hock-
ing and Pittsburg. Tlie line gases were passed to a Greene
fuel economizer of the usual manifold construction but of
unusually large size to give a large storage capacity of hot
water for laundry use. At the laundry 10 hours is the
average length of time during which the steam supply is
needed and this was taken as the duration of the trial with
readings every fifteen minutes and flue gas analyzed every
lialf hour from a continual drawn sample. The i-esults ob-
tained from the trials of the laundry indicate on the whole
a satisfactory performance for a boiler equipment of the
smaller size unit when operated under overload conditions
with the ordinary care of the average fireman. The stoker
is easily and rajiidly cleaned if the clinkers are not allowed
to collect to such an extent as to prevent the proper and
ultimate mixtures of air with the fuel. The ease with which
the dumping process is managed depends largely upon the
clinkering properties of the coal. For dump periods rang-
ing from two to three hours, the percentage of unburned coal
passing into the ash-pit averaged 4.36 per cent in seven
trials. With one hour dump periods, the average unburned
coal loss was 9 per cent, showing that the unburned coal
loss varied about inversely as the length of the dump in-
terval. It appears that sulphur gave the most trouble from
clinkering and in addition sometimes produced very unpleas-
ant fumes. The coal feed is uniform and positive and under

0156

ENGINEERING SOCIETIES

control tliroutrli tlie speed regulator on the fan engine. For
the different kinds of coal used, the average rates of eombus-
tion are given in Table 3. Close air regulation is also pos-
sible. During the tests at the laundry, owing to the e.x-
tremely variable load, the draft over the fire showed a wide
instantaneous variation ranging from a ])ressure slightly
above /^ei'o to as nnicli as 0.0.5 suction, tiiough the average re-
suits were fairly unitorin. The smoke observations were
taken witii a Ringelniann smoke chart at tiio heaviest load
period during cacli day's run and showed about the same
degree of density lor each day. The overload capacity and
efficiency is shown in 'I'ablc 4 which contains the average
results for the coniliined bdiler, furnace and grate efficiencies
at overload capacities for the nine trials. The trials show-
ing the lowest efficiencies were those wlien Pittsburg No. 8
coal was used. This coal gave the most trouble in clinkering
and also s<'ciiicd (o be a higher coking coal than the other

two kinds used. The extreme fluctuation in the load of the
laundry made it dilficult to regulate the thickness of the fire
and this fact emphasizes the need of maintaining a boiler
test for at least ten hours unless tlie load should remain
fairly uniform. These results do not give the high efficien-
cies obtained in trials where the load is carefully regulated,
fine gas conditions watched and the combustion adjusted
so as to reduce the furnace losses to a minimum. But even
in tliese tests made as far as possible under average operat-
ing conditions, it appears that a fairly high overall elficiency
for the Taylor type of stoker is within reach of the average
fireman. The factors chiefly controlling the efficiency of a
Taylor stoker at overload capacity appear to be: the size of
unit, per cent of overload, character of coal, the use of in-
dicating boiler room apjdiances, and the intelligence of the
fireman, the latter l)eing without doubt the factor of most
ini|iortnnce.

TABLE 3 .WEK.VC.E R.\TEt< OF COMBUSTION FOR DIFFERENT

CO.\LS

TABLE 4 OVERLOAD CAPACITY AND EFFICIENCY

Lb. per

Rev. of

Coal per hr.

Coal per

Trial

Kind of Cojil

retort

stoker

per sq. ft.

hr. per

No.

per rev.

per hr.

grate

boiler h.p.

1

W. Va. Splint

15

36,0

39 3

3.78

2

W. Va. Splint

10.1

32 8

38.4

3,72

3

Hocking

14 8

36 3

39

4 31

4

Hocking

1.-) S

41,0

47 5

4,73

.■■i

I'itts. No. S

l.'j 9

38.4

44 5

4 19

B

Pitts. No. 8

15,9

3B 8

42,8

4 21

7

W. Va.. Fairmont

Region

15 S

38 5

35 fi

4 00

8

W. Va., Fairmont

Region

Hi B

41.7

46 ()

3,96

9

W. Va.. Thacker

Coal FMs.. wash.

17 3

51 8

56 2

4,36

Equiv.

Equiv.

Efficiency

Coal per

Per

Evap.

Evap.

boiler,

hr. per

B.t.u.

Trial

Cent

per lb.

per lb.

grate

boiler

actual

No.

Rating

actual
coal

comb,
burned

and
furnace

h.p.

coal

Radia-
tion,
etc.

-

126

8,49

10,75

07.0

4.06

12184

12,78

3

149

S 03

10,97

69,9

4 31

11164

5 65

4

165

7 31

10,17

B7.1

4 73

10570

8.39

B

lfi7

8 24

10,09

63.5

4,21

12582

12 93

2

171

9 2B

11 86

72 5

3,72

12375

1.25

1

172

9 15

11,02

69.9

3,78

12697

7.19

5

176

8 25

10 17

66 3

4 19

12067

9.75

S

167

S 71

65 8

3 96

12830

12,48

9

186

7,96

10,11

59,0

4.34

13120

15.82

av.4.15

SOCIETY AND LIBRARY AFFAIRS

LI

PERSONAL NOTES

Nicholas S. Hill, Jr., consulting engineer of New York,
sails for Europe on July 7 for the purpose of making an
investigation and study of the German and English water
and sewage plants. He will return to this country about
September 1.

Jay G. Coutant, formerly engineer of plant of the Lima
Locomotive Corporation, Lima, Ohio, who has specialized
in the burning of powder fuel and water gas, has taken up
the same work for the Railway Materials Company, Chicago,
111.

A. A. Potter, for several years professor of steam and
gas engineering at the Kansas State Agricultural College,
was made dean of the engineering division and director of
the engineering experiment station of the same institution.
Mr. Potter will still retain the professorship in steam and
gas engineering.

Daniel Webster Mead, professor of engineering in the
University of Wisconsin, Madison, Wis., has been appointed
a member of a Board of Engineers for the prevention of
floods in Eastern China through a .$20,000,000 lerlamation
project.

Alexander G. Christie, associate professor of steam engi-
neering, University of Wisconsin, has been appointed asso-
ciate professor of mechanical engineering in the College of
Engineering which .Johns Hojikins LTniversity is now organ-
izing and building.

Harry L. Brunger lias become at'liliated witli (he Aultman-
Taylor Machinery Company, JIansfleld, Ohio. He was until
recently in the employ of M. Rumely Company, La Porte,
Ind., in the capacity of chief draftsman.

Theodore A. Leisen has been appointed general superin-
tendent of the Board of Water Commissioners of Detroit,
Mich. He was formerly associated with the Louisville Water
Company, Louisville, Ky.. as chief engineer and superin-
tendent.

Arthur M. Crane, lale sales manager of tlie Permutit
Company, New York, has returned to the New York Conti-
nental Jewell Filtration Company, New Y'ork, and will have
charge of tlit pressure filter business.

Arthur .1. Beerbaum has accepted a position witli the
Western Electric Company, Chicago, 111., in the plant engi-
neering dejiartment. He was formerly associated with The
Arnold Company of the same city, in the capacity of ilrafts-
man.

William Floyd Lee, chief engineer of C. W. Hunt Com-
pany, Inc.. AVest New Brighton, S. I.. N. Y., at a recent
meeting of the Board of Directors, was elected vice-president
and chief engineer of the company.

Frederic E. Pierce has terminated his connection with The
New Jersey Zinc Company, New York, in whose employ he
has served for o\"er 15 years in various capacities, for the
latter part as chief engineer, and has opened an office to
engage in consulting work in civil and metallurgical engi-
neering.

R. H. Danforth, who has been for the past six years con-
nected with the U. S. Naval Engineering Experiment Sta-
tion and the Post Graduate Department of Engineering of
the U. S. Naval Academy, Annajiolis, Md., has been aji-
pointed professor of mechanics and hydraulics at Case
School of Ajjplied Science, Cleveland, Ohio.

STUDENT BRANCHES

KANSAS STATF; A(iBICULTURAL COLLEGE

On May 18, Leland C. Ange\-ine, chairman of the Student
Branch at tlie Uni\ ersity of Kansas, gave a talk on the work
of his Student Branch, telling of its success and general
plan.

Chief Engineer Polling gave an illustrated lecture on the
Metropolitan Power Company of Kansas City, Mo., ex-

plaining in detail tlie operation of tlie units of power pro-
duction and the method of handling the coiidensors.

R. J. Taylor, senior student, gave a discussion of the Kan-
sas City, Mo., AVater Supply, explaining the treatment of
the water to remove the impurities and render it tit for use.

LEHIGH UNIVEIiSITV

On May 19, Lehigh University Student Branch elected
I he following officers: A. V. Bodine, president; E. P. Hum-
|direy, bursar; H. A, Brown, secretary; P. G. Do Huff,
librarian.

OHIO STATE UNIVERSITY

On May 2S, tlie Ohio State Student Branch held a fare-
well bancpiet in honor of the Senior Students in mechanical
engineering. The following officers for the ensuing term
were elected: R. D. Rogers, chairman; C. L. Brown, vice-
chairman; W. W. Watson, secretary; K. W. Stinson, treas-
urer: R. M. Mathews, sergeant-at-arnis.

PENNSYLVANIA STATE COLLEGE

At a meeting of the Student Branch of Pennsylvania State
College, the followmg officers were elected for the first
semester of the next college year : C. F. Kennedy, president ;
V. D. Longo, vice-president; W. A. Blume, treasurer; D. E.
Hewitt, secretary. Reports were made by the chairmen of
the various standing committees and by the treasurer.

Mr. Meyers, a graduate of Stevens Institute of Technology,
spoke briefly on the manufacture of iron and steel.

UNIVERSITY OF CINCINNATI

The annual election of officers of the Student Branch of
the ITniversity of Cincinnati was held in conjunction with a
smoker on May 16. The following officers were chosen:
J. Dollman, president; R. Rickwood, vice-president; A. J.
La n ghammer, secretary-trea su rer.

Prof. John T. Faig, the honorary chairman of the Branch,
gave an address on Utilization of (joal. He discussed the
present methods of using the "black diamond," the subse-
quent nuisances occasioned thereby and remedial measures.
Special emphasis was placed upon the efficient utilization of
coal by tlie by-product coke ovens and upon the possibilities
in this field.

UNIVERSITY OF MICHIGAN

At a meeting of the University of Michigan Branch on
A])ril 23, the following officers were elected to serve until
January 1915: R. H." MUls, chaii-man; C. H. McClellan,
recording secretary and treasurer; J. R. Allen, honorary
chairman.

On May 18, J. R. McCoU gave his paper on Tests of
Vacuum Cleaners. Mr. McColl completed his talk with
a demonstration in which he showed his method of measur-
ing air pressures in vacuum systems and the effect of dif-
ferent sized orifices upon these pressures.

UNIVERSITY OF MINNESOTA

The regular meeting of the Minnesota Student Branch was
held May 7. .John Peoples ]iresented a paper on the Effi-
ciency of Rope Driving, which was followed by a discus-
sion.

A. L. Bneiiger who represented the Student Branch at a
meeting of the Executive Committee of the St. Paul-Minne-
apolis Section gave a report of the meeting.

On May 27, a special meeting wa.s held at which Max
Toltz of the St. Paul-Minneapolis Section addressed the
Student Branch in regard to being present at the Spring
Meeting of the Society.

UNIVERSITY OF JUSSOURI

The Student Branch of the LTniversity of Missouri held a
joint meeting with the Electrical Engineering Society on
May 4. Professor Hubbard gave an illustrated talk on the
Engineering Societies Building in New York.

At a meeting on May 18, F. H. Heileman gave a talk on

LII

SOCIETY AM) r.IBKARy AFFAIUS

heat treafod steel, the benefits derived fioni heat treatments
and the dil'ferenee between the strength oi' lieat treated and
alloy steels.

UXIVERSITY OF NEBI{.\SKA

Engineers week was held during May 4-9 at the Univer-
sity of Nebraska. The events included an address by II.
W. Stannard, on Scientific Shop Management, and a smoker
at wliic-h 250 students were present. All classes were sus-
pended on Friday and in the evening all the engineering
laboratories were open to visitors, about 2000 of whom in-
spected the equipment. The meclianical engineering labora-

tories were the center of attraction, and about 500 souvenirs
cast from aluminum in the foundry were given away to the
guests. A photograph of these souvenirs is given herewith.
The concluding event of the week was a banquet on Saturday
evening, at which 350 were present, Bion J. Arnold acting
as toastmaster. The speakers included Gov. T. H. More-
head ; E. J. Robinson, engineer of valuations of C. B. & Q.
R. R.; W. J. Provaznik, city engineer's office, Omaha;
George H. Tinker, bridge engineer for N. Y. C. & St. L.
R. R.; B. C. Yates, asst. chief engineer, Homestake Mining
Co.; H. E. Reagan, president U. S. Equipment Co., Chicago;
and Lieut. Col. Herbert Deakyne, Engineering Corps U. S. A.

On May 19, at a meeting of the Student Branch, the fol-
lowing ofiicers were elected : B. F. Merriam, chairman ; L.
L. Westling, secretary; D. W. Watkins, treasurer; and H.
S. McNabb, publicity man.

A special meeting of the Branch was held May 21, to
which the Engineers' Club of Lincoln was invited. B. F.
Hart of the National Tube Co. of Chicago gave a lecture
on the manufacture of steel tubing illustrated by slides and
three reels of motion pictures. The pictures showed the
processes of manufacture from the mine where the ore was
obtained to where the pipe was being shipped. After the
lecture, the meeting was open for discussion.

EMPLOYMENT BULLETIN

Thp Society considers it a spccinl obligation and pleasant duty to
W tlip nii'dinm of sccnrinc: positions for members. Tlie Secretary
j;ives tills his person.nl att.'nlion and is pleased to receive requests
botb for positions and for men. The published list of " men avail-
able " is made up from members of the Society. Notices are not
I'epeated except upon special request. Names and" records are kept on
the ofTiee list three months, and it desired must he renewed at the
end of such period. Copy for the Bulletin must be In hand before
the 12tb "f the month.

rosrnoNS .\v.ui..\ni,E

523 Salesman for offset printing presses.

524 Salesman who has been a success wanted by Penn-
sylvania concern; prefer a man who has had experience in
sale of boilers or stokers or large power plant apparatus.

526 General Manager who will be willing to invest ten
to twenty thousand dollars and thoroughly in sympathy
with modern manufacturing methods, wanted for concern
manufactni'ing niacliinerv of every profitable nature. Name
conliilciilinl. Apply by letter.

(iOl Com]iany in Middle West have opening in experi-
mental mechanical department for a responsible man ex-
jjerienced in machine design, capable of supervising the
work of draftsmen, following it through the shop and de-
veloping into practical operation.

604 A large company desires the services of a mechan-
ical engineer who is thoroughly familiar with and capable
of passing on locomotive and car design; preferably one
who has been connected with a railroad and has had prac-
tical as well as theoretical experience. Salary .$300 to $350.
Apply through Society.

605 Shop superintendent who is familiar with modern
shop practice and up-to-date manufacturing methods, for
factory located in the east and manufacturing light mechan-
ical and electrical devices. State experience, references and
salary expected.

609 Chief engineer to take charge of power plant con-
sisting of a steam and electrical plant. Location, Penn-
sylvania.

610 College graduate, preferably one who has been out
I wo or three years and acquired a little business experience
or acquaintance with business methods, would be employed
principally in demonstrating and selling mine rescue appa-
ratus, various styles of reviving apparatus employing arti-
ficial respiration and kindred devices; will be expected to
make occasional trips to the various coal fields, but would
be located at New York office the greater part of the time.
Man who has studied elementary chemistry and who is
something of a mechanic.

611 Salesman for Eastern states, for thermo-dynamie
a])paratus as feed water heaters, oil and air coolers, and air
heaters; also for condenser line. Location probably in
Boston.

612 Instructorship in mechanical engineering depart-
ment of university in Pennsylvania; prefer man with at
least one year's outside experience. Salary $900 to $1000.

613 ' Vacancy in the mechanical laboratoi-y division of
university in Pennsylvania; salary $1400 to $1500. Appli-
cant should have had both outside and teaching experience.

614 Wanted, mechanical engineer thoroughly familiar
with shop practice, resourceful in design and manufacture,
familiar with the fundamental principles of scientific man-
agement, capable of taking charge of a small factor^' of
fifteen men manufacturing mathematical instruments: would
be expected to start as draftsman until familiar with the
work; only those of good managing ability and push need
answer. Give full particulars and references. State salary
required to start. Location, Pennsylvania.

017 General manager for sawmill and timber company
in North Carolina; does not need to be an engineer but capa-
ble of handling large enterprise. Large tract of timber is
owned and 50,000 feet or more of timber handled daily.
Apply by letter.

620 Successful company manufacturing light machinery
desires to add one or more new products and will take over
the manufacture and sale of any device that has proven its
merit and for which there is a wide market. Name confi-
dential. Apply by letter.

621 Contractor wanted to saw out lumber from large
tract in North Carolina. Sales wiU be arranged. Apply by
letter.

JIEN AVAILABLE

G-700 Member, thoroughly familiar with the design of
gas producers, gas engines from 50 h.p. to .SOO h.p. and
Corliss engines for all purposes, such as pumping, blowing
and hoisting engines, air compressors and power plants, de-
sires position as mechanical entrineer or assistant mechanical
ensrineer.

SOCIETY AND LIBHAHY AFFAIRS

Llll

G-701 Student member, technical graduate with gas en-
gine experience, desire;? position in some gas engine line
where advancement may be obtained. At present in charge
of care, maintenance and operation of various gasolene en-
gines on large construction job. Would start at .flOO per
month.

Ct-702 Member located in Norway desires to act as rep-
resentative of American firms.

G-703 Mechanical engineer, technical graduate, S.B. and
M.M.E., with practical training and e.xecutive experience as
superintendent with large corporations in steel and auto-
mobile business, owing to acute depression of motor truck
industry, desires position as superintendent or manager of
a plant manufacturing a good line of mechanical product.
Location immaterial.

G-704 Member, technical graduate, with 13 years suc-
cessful teaching experience, will be open for position in
September as instructor of mechanical drawing and ma-
chine design and related subjects, or as superintendent of
shops in an engineering college or univereity. Would also
consider position as director or head of department of a
vocational or trades school. Can handle several lines of
shop work in both wood and metal.

G-705 Member, age 33, technical graduate, exiterienced
as chief di'aftsman and as manager of engineering and draft-
ing departments in manufacturing lines desires similar posi-
tion, or position as mechanical engineer, or assistant to
superintendent or manager.

G-706 Pennsylvania State College graduate, degrees B.S.
and M.E., age 31, married, with four years shop experience
and five years varied engineering teaching experience, de-
sires a position as instnictor in tJhe mechanical engineering
department of a college. At present teaching.

G-707 Member, ag'e 38, ten years experience in charge of
shops and departments, desires position as superintendent
or foreman, or practical machinist. Competent to oi'ganize;
thoroughly familiar with all modern manufacturing methods
and systems. Location immaterial.

G-708 Mechanical engineer with technical education, age
30, thorough training in power plant and locomotive test-
ing, desires position as mechanical engineer with large in-
dustrial corporation to take charge of power plants, equip-
ment, etc. Past four years connected with architect's office
as mechanical engineer in designing power plants, heating,
ventilating, electrical and plumbing installations for office
buildings, factories and large schools.

G-709 Member, age 32, at present designing special heavy
machinery. Has had varied and valuable experience in same
and in mill construction; original and practical ideas in de-
sign gained by ten years field and office experience. AVishes
to connect with company desiring ser\'ices of capable engi-
neer, supermtendent of erection or inspector. Location
secondary consideration. Minimum salary •$2100.

G-710 Member, age 33, married, at present employed as
inspector of mechanical ec|uipment in addition to large power
station, desires position as assistant superintendent of power
in large generating station, or with large engineering firm
designing or erecting power stations. Has had six years
experience designing and erecting power houses for indus-
trial plants and railroads.

G-711 Mechanical engineer, technical graduate with 15
years shop and mill experience desii-es important position
as plant engineer, or would consider taking an interest with
services in small manufacturing enterprise turning out me-
chanical goods.

G-712 Technically trained man with shop experience and
an extensive record at designing presses, dies and other sheet
metal tools, special automatic machines, and machine tools
for special purposes, desires emplo\anent along these lines.

G-713 Member, technical graduate, with experience m ex-
ecutix'e work of large corjiorations, desires position as works
manager or superintendent. Wide training and experience
in the items which are required of a corporation engineer,
such as the design of power plants and machinery, their con-
struction, maintenance and operation, purchasing engineer-
ing material, taking executive charge of all consulting work
including building construction of all kinds.

G-714 Technical graduate, 37 years of age, 15 years wide
experience in teaching manual training, mathematics, draw-
ing and machine design and meclianical engineering subjects,
desires a position with broader outlook. Would accept posi-
tion in a technical high school, industrial school or college
as director or head of department.

G-715 M. I. T. gi-aduate, with experience on instructing
staft' and in efficiency engineering and scientific management
in power, manufacturing and auxiliary departments, desires
furtlier work along these lines, or permanent executive posi-
tion with concern desiring energy and ability.

G-716 Associate, age 30, railroad and valuation experi-
ence with five large companies; also in mechanical and elec-
trical equipment other than rolling stock and structures.
Competent to serve with construction company, or as works
or purchasing engineer.

G-717 Junior, ten years practical experience, consulting
mechanical engineer with office in Philadelpliia, wishes to
aiTange with a company in that vicinity for part time.

G-718 Graduate M.E., executive, desires position where
wide engineering knowledge will be of value. Has served as
assistant vice-president and secretary of well known manu-
facturers of machinery. Duties included sales, advertising,
development of new ideas and general office management.

G-719 Member, age 40, mechanical engineer, going to
Europe for summer, would assume duties of engineering or
commercial nature for firms desiring representative; wide
experience in design, manufacture and sales of mechanical
and electrical equipments of power and industrial plants,
hoisting, conveying and special machinery, motor cars.
Fluent knowledge of German, Swedish and Danish, well
acquainted with engineering trade conditions and market
requirements in Northern Europe. Would consider perma-
nent engagement as foreign representative for reliable con-
cern.

G-720 Mechanical engineer, with ten years experience as
draftsman, designer, engineer and superintendent in marine
engines, hoisting and conveying machinery, cement machinery
and plants, general manufacturing and repair work.

G-721 Junior, age 31, married, foundry assistant super-
intendent or .engineer, with 13 years experience in shop,
drawing room and foundry, last four years specializing in
foundry efficiency work, installation and operation of equip-
ment. Designer of successful molding machinery, pattern
mounting methods, etc.; understands melting and mixing of
gray iron, malleable and crucible steel. Capable executive,
organizer and investigator.

G-722 Stevens graduate, nine years practical experience
on construction and electrical work, also sales experience;
wide acquaintance among engineei's, architects and builders.

G-723 Junior, age 38, sales engineer, experienced in
handling high-grade power transmission and mechanical spe-
cialties, desires to represent manufacturer; eastern United
States or England pi'eferred.

G-724. Junior, graduate mechanical engineer, age 26,
with three years sho)) and drafting room experience in loco-
motive construction, desires position with engineering or
manufacturing company. Location immaterial.

G-725 Member, mechanical engineer, age 42, married, de-
sires position in which good future can be expected : 14

LIV

SOCIETY A.\D LIUKAUV .U-IA I Its

yeai"s experience in tliafting, designing, supervising and ex-
ecutive positions, power plant work, heating, ventilating,
mill engineering and factory.

G-72t) Alechanical engineer, J 4 years experience on steam
station design and construction, with positions as chiet
draftsman, lesident engineer and superintendent of construc-
tion ; latelj' completed the installation of a 7500-kw. turbine
condensing plant in Canada. Location immaterial but pre-
fer to connect with New York concern. Can invest some
money if desired.

G-727 Junior, age 2U, experience in design, construction
and operation of steam engines, boilers, refrigerating ma-
chinery and ]>ower plant accessories; recently employed on
hydraulic dredging machinery and ijumps.

G-728 Mechanical engineer, age 38, married, 14 years ex-
perience in design, construction and operation, wishes posi-
tion with cement manufacturing company, recently super-
intendent of a 30U0-bl)l. plant; salary moderate.

G-729 Graduate University of Cincinnati, age 24, four
years experience as machinist, foundry experience, and one
year experience in power plant construction and design,
would consider position with good chance for advancement,
or as instructor in engineering or technical school. Location
immaterial.

(.)-7;;U ,luni(jr, age 27, married, ethciency expert, gradu-
ate mechanical engineer, unusual experience in industrial
organization methods, desires better opportunity. At pres-
ent employed.

G-731 Member, technical graduate, at present and for
several years past engaged in successful practice as consult-
ing engineer, especially experienced in power requirements
and equipment for mining and contracting operations, would
consider regular employment with substantial concern ; will-
ing to accept smaller prospective compensation in return for
greater regularity.

G-732 Student m'ember. technical graduate, desires posi-
tion in mechanical engineering line, preferably in gas engi-
neering field ; can f ui'uish best references.

G-733 Works manager or superintendent, age 'M, gradu-
ate mechanical engineer with broad experience in factory
work; have been esi>ecially successful in designing machin-
ery for interchangeable manufacture and organizing men
to get best results. At present superintendent of factory em-
ploying SOU men, but desires change.

G-734 Graduate mechanical engineer with 18 years ex-
perience as draftsman, checker, designer, estimating and
selling engineer i'or various kinds of gridiron and Corliss
engines, crank and flywheel pumping engines, air compres-
sors and special machinery, desires position as chief drafts-
man, selling or estimating engineer or office manager; thor-
ouglily acquainted with modern shop methods' of manufac-
ture.

G-735 Associate-JIember, mechanical engineer, age 29,
nine years exjjcrience gas engine design, four years gas trac-
tion engine development, extensive carburetor design, de-
sires position as designing engineer or superintendent of ex-
periments; can develop comidete motor for use of kerosene
or other low-grade fuel.

G-736 Associate-Member four years practical shoj) and
ofTiee cxiierienco in all departments of well known company,
desires to locate jiermanently with a first class concern as
sales manager or faclory superintendent.

G-737 Connnercia! engineer, M.K. 1904, Associate-Mem-
ber, knowk'dge of live languages, invites correspondence for
position wlierc tact with engineering skill will be apjire-
ciated.

G-738 Knergetic young man, age 21, graduate M.E. 1914,
unmarried, desires to enter ct)mmercial lield with manufac-
turing concern; have had some business ex])erience; location
immaterial.

PERIODICALS WANTED

Following is a list of periodicals which the Library
of the Lngineering iSocieties desires to obtain in order
to complete its list of reference sets. Anyone having
any of the missing numbers will confer a favor by
comiiiiuiicating with the librarian, W. P. Cutter, 29
West 89th Street, Xew York.

Acetylene Jocrxal. 1-13, 1899-1912.

acetvlen in wissenscuaft und industrie. 1-12, 1898-

1909.

Acetylene. 1-5, 1903-1908.

Aeronautical Journal. 1-12, 1897-1908.

Allgejieine Automobil Zeitung. 1-9, 1900-1908 (Berlin).

Allgemeine Bauzeitung. 1-date, 1836-date.

American Lcjiberman. 1-date, 1899-date.

Annalen der Chemie (Liebig's). 1-304, 1832-1909.

Annales des Mines Belgique. 1-8, 1896-1903.

Annales des Fonts et Chaussee. Memoires et documents.

Ser. 1-5; Ser. 6, vols. 1-16, 19-end of ser. ; Ser. 7; Ser. 8,

vols. 1-30, 36.
Lois decrets, etc. Ser. 1-5 ; Ser. 6, vols. 1-8, 10-end of

sei-. ; Ser. 7 ; Ser. 8, vols. 1-7, 8 pt. 1.

Personnel. All before 1889, and any issued to date.

Annales des Travaus Publics de Belgique. 1-date, 1843-

date.
Archiv fur Eisenbahnwesen. 1-30, 1878-1907.
Autogene Metallbearbeitdng. 1-date, 1908-date.
Berg uxd IIuttenmannische Zeitung. Vols. 1-21; 44, no.

30; 49, no. 14, 45, 51; 50, nos. 8, 47; 51, no. 19; 52, nos.

39,' 41 ; 42, 44-52 ; 54. nos. 2, 3, 4, 25, 26, 29, 30, 32 ; 55,

no. 10.
Beton UND EiSEN. 1-2, 1902-1903.
Braunkohle. 1-7, 1902-1908.
Brick. 1-42, 1894-1913.
Cejeent and Engineering News. 1-21, 22, no. 2, 1896-1909,

1910. •
Centralblatt der Bauyerwaltung. 1-33, 1881-1913.
Chemical Engineer. 1-4, 1904-1906.
Chemical Society of London. Journal. 1-26, 1849-1873.
Chemiker Zeitung. 1-10, 12, 1877-1886, 1888.
Chemische Industrie. 1-date, 1878-date.
Chemisches Centralblatt. 1-date. 1830-date.
Ciment (Paris). 1-date, 1896-date.
Connecticut Society of Civil Engineers. Papers. 1-25,

27, 1894-1909.
Contractor (Cliicago). 1-date. 1898-date.
Deutsche chemische Gesellschaft, Befjchte. 1-6, 1868-

1873.
Eisen Zeitung. 1-24, 1880-1903.

Electrician. Ser. 1, vol. 10 to end of series, 1886-1890.
Elektrische UND !Maschinelle Betriebe (Leipzig). 1-date,

1898-date.
Elektrochemische Zeitschrift. 1-8, 1894-1901.
Elektrophysikalische Rundschau. 1-3, 1910-1912.
Elektrotechnische Nachrichten. 1-date, 1905-date.
Feuer UND Wasser. 1-date, 1894-date.

FONDERIE MODERNE. 1-4, 1908-1911.

Gas World. 1-58, 1884-1913.

Gazetta chimica Italiana. 1-date, 1871-date.

Geographical Journal. 33-date, 1908-date.

Geological Magazine. 4 to new ser. decade, 5, vol. 5, 1867-

1908.
Geologisches Zentralblatt. 1-11, 1898-1908.
Gesundheits Ingenieur. 1-31. 1878-1908.
Gluckauf. 1-31; 36, no. 27: 38, nos. 2, 7. 1865-1902.
GuMMi Zeitung. 1-21, 1888-1906.

Haeder's Zeitschrift fur Ma.schinenbau. 1-20, 1893-1912.
Helios. 1-date, 1895-date.
Houille Blanche. I-IO, 1902-1911.
Ingenieur (The Hague). 1-24, 1886-1902.
Institute of Marine Engineers. 1-20, 1889-1909.
Institution of Engineers and Shipbuilders in Scotland.

1, 8. 1857, 1865.

SOCIETY AND LIBRARY AFFAIRS

LV

Iron Age. 1-23, 1855-1878.

Jern Kontortes Annaler. 2, 4, 13, 16, 17, 19, 20. New

Ser. 1, pts. 1-2; 3; 5-11; 12, pt. 5-end of vol.; 14-15; 28.

pts. 1-3, 6-end of vol.; 29, pts. 1-2, 4-5; 30, pt. 2; 31,

pts. 2-5; 54, pt. 1; 63, pts. 3-4, 1818-1908.
Bibang. All before 1828, 1829-1836, 1838-18(i7, lS(i9-

1899.

Ki'Sfister. 1817-1890.

Journal fur Gasbeleuchtuno. 1-51, 1858-1908.
Journal fur Praktische chemie. 1-date, 1828-date.
Journal of Gas Lighting. 1-22, 51-52, 56, 62-03, 93, 96,

99-108, 1850-1909.
KoNiNKLijK Instituut VON Ingenieurs (liasjue). Tijd-

sebrift. 1870-1903, 1906.
Marine Engineer and Naval Architect. 1-25, 1879-1903.
Metallrohren Indu.strie. 1-date, 1907-date.
Metallurgy (Paris). 1-32, 37, 40, 1868-1909.
Mining and Scientific Press. 1-9, 11-19, 24-33, 1860-1876.
Mining Journal (London). 1-47, 59, 1835,1877, 1889.
Mittheilunges aus Justus Perthes Geographischer An-

STALT. 43-date, 1897-date.
MOTORWAGEN (Berlin). 1-13, 1898-1908.
Municipal Engineering. 3-21, 24-31, 1890-1901, 1903-1906.
Nature (Paris). 1-date, 1873-date.
Neueste Erfindungen und Erfahrungen. 1-date. 1874-

date.
Oesteereichische Zeitschrift fur Berg und Hutten-

wesen. 1-26, 1853-1878.
Omnia. 1-7, 1906-1912.
Petroleum. 1-3, 1905-1907.
Petroleum Review^, London. 1-25, 1889-1911.
Petroleum World. 1-8, 1903-1910.
Prometheus. 1-19, 1879-1908.
Revista tecnica delle Ferrovie Italiana. 1-date, 1912-

date.
Revue de la Soudure Autogene. 1-date, 1909-date.
Revue Generale des Sciences pure et Appliquee. 1-10,

1890-1899.
ScHiFFBAU. 1-9, 1899-1908.
ScHWEizERiscHE Bauzeitung. 1-56, 1874-1910.
Societf. Belge des Electricikns. 1-3, 5, 8-9, 11-20, 1884-

1903.
SociETE Industrielle de Mulhouse. 1-71, 1828-1901.
SoziAL Technik. 1-6, 1902-1907.
Speechsa.^l. 1-41, 1868-1908.

Teknisk Tidsskrift. 1-25, 1877-1901. (Kopenbagen.)
TELEFUNKENZEiTuyG. 1-date, 1911-date.
ToNiNDUSTRiE Zeitung. 1-31, 1877-1907.
Verein zur Beforderung DES Gewerbefleisses. Ycrband-

lujigen. 1-88, 1822-1909.
Water and Water Engineering. 1-date, 1899-date.
Zeitschrift des Verbandes deutscher Schiffsingenieure.

1-date, 1911-date.
Zeitschrift fur Architektur u. Ingenieurwt;sen (Arebi-

tekten u. Ing. Verein zu Hannover). 1-48, 1855-1902.
Zeitschrift fur Bauwesen. 1-date, 1851-date.
Zeitschrift fur Beleuchtungswesbn. 1-7, 1895-1901.
Zeitschrift fur Dampfkessel und Maschinenbetrieb.

1-36, 1878-1913.
Zeitschrift fur Elektrotechnik und Maschinenbau.

1-5, 1898-1902.
Zeitschrift fijr Heizung, Luftung und Beleuchtung.

1-12, 1896-1908.
Zeitschrift fur Kleinbahnen. 1, 3-8. 1894. 1896-1901.
Zeitschrift fijr komprimierte und flDssige Gase. 1-date,

1897-date.
Zeitschrift fOr Physikalische chemie. 1-date, lS87-date.
Zeitschrift fur Sauer und Stickstofpindustrie. 1-date.

1908-date.
Zeitschrift fur Transportwesen. 1-28, 1884-1907.
Zeitschrift fur d. Gesamte Kalteindustrie. 1-15, 1894-

1908.
Zeitschrift fur das ges. Schiess u. Sprengstoffwesen.

1-date, 1906-date.
Zeitschrift fur d. Gesamte Turbinenwesen. 1-3, 1904-

1906.
Zement i'Nd Beton. 1-date, 1902-date.

ACCESSIONS TO THE LIBRARY

With Comments by the Librarian

This list includes only accessions to the library of this Society.
Lists of accessions to the libraries of the A. I. E. E. and A. I. M. K.
can be secured on request from Calvin \V. Uice, Secretary Am. Soo.
M. E.

Agricultural and Mechanical College of Texas. Pic-
torial Number, Marcb 1914. Gift of tbe college.

As[erican Labor Legislation Review (Unemployment
Number), vol. 4, no. 2, May 1914. New York, 1914.

Ajierican Machinist Gear Book, Clias. H. Logue. New
York, 1911.

American Wood Preservers' Associ.\tion. Proceedings of
lOtb Annual Meeting, 1914. Baltimore. Gift of Asso-
ciation.

Asphalts, their Souri3es and Utilizations, 1914 road edi-
tion, T. H. Boorman. New York, 1914. Gift of autbor.

The Autocar Imperial Year Book 1914. London, 1914.

Automobile Dictionary, Sigmund Krausz. London, 1907.

Automobile Engineer Year Book for 1914. London, 1914.

Aviation, an Introduction to the Elements op Flight,
A. E. Berriman. London, 1913.

Baumaterialienkunde. vol. 7. Stuttgart, 1902.

Carnegie Foundation for the Advancement of Teach-
ing. Annual Report, 8tb, 1913. New York, 1913. Gift
of Carnegie F'oundation.

Centrifugal Fans, J. H. Kinealv. New York-London,
1905.

Circolo Matematico di Palermo. Adunanza solenne del
14 Aprile 1914. XX Anniversario della Fondazione.
Palermo, 1914. Gift of Circolo Matematico di Palermo.

Communications presentees devant le Congres Inter-
national des Mf.thodes d'Essai des Mateeiaus de
Construction, vols. 1-2. Paris, 1901.

CONi,)UEsT of the Aie, Alpiionse Berget. New York, 1911.

Construction of Cranes and Other Lifting Machinery,
E. C. R. Marks, ed. 3. London, 1904. Gift of Hunt
Memorial Fund.

Control of Water as applied to Irrigation, Power and
Town Water Supply Purposes, P. A. M. Parker.
New York, 19 J 3.

Cost Accounting on Construction Work, with a de-
scription of the System used by the Aberthaw
Construction Company, Leslie H. Allen. Boston, 1914.
Gift of autbor.

Croton Water Supply: its quality and purification,
Geo. W. Fuller. Gift of author.

The Development of our Foreign Trade. Address of Mr.
Jobn Hays Hammond at the Meeting of tbe American
Association for the Advancement of Science, Atlanta,
Ga., December 30, 1913. Gift of C. AV. Rice.

Einfuhrung in die Aeronautik, Adolf Lippmann. vol. 1.
Leipzig, 1911.

EiNGRIFFVERII.'iLTNISSE DER ScHNECKENGETRIBBE, Ad. Emst.

Berlin, 1901.

Elementary Treatment op the Theory of Spinning Tops
AND Gyroscopic Motion, Harold Crabtree. London,
1909.

Engineering Contracts. Representations of Fact in Spec-
ifications — General Cautionary Clauses. Decision of the
Supreme Court of the United States. Washington.

Evaporation in the Cane and the Beet Sugar Factory,
Edward Koppeschaar. London, 1914.

Foescherarbeiten auf DEM Gebiete des Eisenbetons, pt.
24. Berlin, 1914.

Foundations and Machinery Fixing, F. H. Davies. Lon-
don, 1912.

Foundry Machinery, E. Treiber. Translated from tbe
German \iy Chas. Salter. London, 1913.

LVI

SOCll'/rV AM) LlHliAH'i AFIAUIS

Gkxkkai, Soi iktv ok Mechanics and Tradesmen ok the
CiTV OF New York, Historkal sketch and govern-
ment, 1785-19]4. New York. Gilt ol' General Society
of Mechanics and Tradesmen.

Das Generatoruas seixe erzeuglng tnd verwenduxo,
Carl Kictaibl. Wien-Leipzig, 1910.

Heating; The Theory and Practice of Heating and Ven-
tilation, A. H. Barker. London, 1912; New York,
1913.

Heating axd ^■ENTIl ation, Chas. L. Hul)l)ar(l. Chicago,
1909.

Heizuxg rxD LcFT vox Gebaudex, Anton Gramberg. Ber-
lin, 1909.

Hydraulic Machinery, R. G. Blaine, ed. 3. London, 1913.

Illustrirte Zeitung, Descriptive Number op the City of
DussELDORF. March 26, 1914. Gift of Brentano.

Leitpaden der Luptschippahrt und Flugtechnik, Rai-
mund Nimfiihr. ed. 2. Wien, 1910.

Library Cojipany of Philadelphia. Bulletin no. 72, A|iril.
1!)14. Philadelphia, 1914.

Lowell Textile School. Bulletin 1014-1915. Lowell, 1914.
Gift of Lowell Textile School.

Die Luftschiffahrt der Gegenwart, Hermann Hoernes.
Wien, 1903.

Marine Steam Engine, Richard Sennett and Henry J.
Oram. ed. 11. New York-London, 1913.

Der JLiSCHiNENBAU, Eduard Breslauer. 3 Vols. Leipzig,
1906.

National Commercial Gas Association. Proceedings of
9th ^Vnnual Convention, 1913. New York, 1913. Gift
of the Association.

Den Norske Ingenior-og Arkitektforenings. Honorar-
NORM for Ingeniorarbeider. Kristiania, 1906.

NouvELLES machines frigorifiques basees sur l'Emploi
DE phenomenes Phvsico-chimiques, Raoul Piclet.
Geneve, 1S85.

Over-Type Superheated Steam Engines, W. .J. IMarslmll.
London, 1913.

Practical Treatise for Boilermakers, I. .1. and II. Had-
don. Cardiff, 1913.

Present Position op the Diesel Engine Chiefly in
Marine Propulsion, George Carels. Newcastle-upon-
Tyne, 1913. Gift of W. R. Haynie.

Should the Sherman Anti-Trust Law be Amended?
Address of Mr. .John Hays Hammond at the 14th An-
nual Meeting of The National Civic Federation held at
Hotel Astor, New York, December 12. 1913. Gift of
C. W. Rice.

SociETE Suisse des Ingenieurs et des Architectes.
Annuaire 1910 et Liste des Membres. Zurich, 1914.
Gift of the Society.

Statement of Biox J. Arnold, with reference to the
REPORT dated April 28, 1914, of Narrow, Wade, Guth-
rie & Co.. made to John E. Teaeger, City Comp-
troller, City of Chicago, upon the accounts of the
Chicago City Railway Cojipany. Chicago, 1914.
Gift of C. W. Rice.

Steam Boilers and Boiler Accessories. W. Inchley. New
York, 1912.

Sub-Surface Structures in New York. Read before
American Societv of Engineering and Architectural
Contractors. May 12, 1914." Gift of T. H. Boorman.

Technische Messungen bei Maschinenuntersuchungen
UND i.w Betriebe, a. Gramberg. ed. 2. Berlin, 1910.

Testing op Steam Boilers, A. C. Lnmshakof (in Russian).
St. Petersburg, 1897.

Text Book on Motor Car Engineering, A. G. Clark, vol.
1. London, 191 U

Ars Theorie und Praxis des Riementriebes mit beson-

DERF.R BERUCTTSICHTinUNG DER " RiEMENTRIEBE BOES-

XER " D.lv.P., Fritz Adolf Boesner. Berlin, A. Seydel,

1914.

.\ treulisc on belt drive written by the inventor, in wbich lie dis-
ciissi's the theory of belts as applied to his invention. .Many in-
terestini; tests are given.

TiiRoop Polytechnic Institute. Bulletin, vol. 20, no. 52;
vol. 21, no. 57; vol. 22, no. 61; vol. 23, no. 62. Pasa-
dena, 1911-1914. Gift of the institute.

Toothed Gearing, Geo. T. White. London, 1912.

Toothed Gearing; a Practical Haxdbook for Offices
AXD Workshops, Joseph Horner, ed. 2. London, 1904.

Treatise ox Thermodynamics, Max Planck. Translated by
Alex. Ogg. London-New York, 1903.

Vorlesungen ubek Technische Mechaxik. Aug. Fcippl.
vol. 2, cd. 3. Leipzig, 1912.

Water Power. Fifth National Conservation Congress,
Washington, D. C, November 18-20, 1913.

Die Werkzeugmasciiinen, Hermann Fischer. 2 vols. Ber-
lin, 1903.

exchanges

American Ephemeris and Nautical Almanac, 1916.
Washington, 1914.

American Society of Heating and Ventilating Engi-
neers. Transactions, vol. 17. New York, 1911.

Deutschen Museums. Verwaltungs Vericht Dber das
ZEHNTE Geschaftsjahr 1912-1913. Miinchen, 1913.

U. S. Naval Observatory. Publications (Second series),
vol. 8. Washington, 1914.

UNITED ENGINEERING SOCIETY

Bibliooraphie der Deutschen Zeitschriften-Literatur.

F. Dietrich, vol. 33, 1913. Leipzig, 1914.
Deutsches Rettungswesen. Berlin, 1913.
Dictionnaire Autotechnique en quatre Langues, R.

Schmidt, vols. 2, 3, 4. Leipzig, 1906-1908.
Engineers' Club of Boston. By-laws, Officers and List of

Members. 1914. Boston, 1914. Gift of Engineers' Club

of Boston.
Guide to the Current Periodicals and Serials op the

United States and Canada. By H. 0. Severance, ed.

3, 1914. Ann Arbor, 1914.
New International Encyclopaedia, ed. 2. vols 1-2. New

York, 1914.
New York Times Index. Jan. -March. 1914. New York,

1914.
Spanish-English Dictionary of Mining Terms, F. Lucas.

London, 1905.

Die Technik der Vorzeit, der Geschichtlichen zeit und

der Natur\olke, F. M. Feldhaus. Leipzig, 1914.
Technisches Worterbuch pijr Werkzeugmaschinen und

Maschinenwerkzeuge, Chr. Eisner and Hugo Krieges-

kotte. Berlin, 1910.
Thermal Reactions in Carbureting Water Gas. W. F.

Rittman. New York, 1914. Gift of author.
Who's Who in New York (City and State). 1914. Nexu

York, 1914.
Wisconsin Industri.\l Commission. Proposed Building

Code. Madison. Gift of commission.
Das Zelluloid, C. Piest, E. Stich and W. Vieweg. Halle,

1913.

TRADE CATALOGUES

Babcock & Wilcox Co.. New York, N. Y. Forged steel

water tube marine boilers, ed. 2. 1914.
Koehring Machine Co.. Milwaukee, Wis. Koehring mixer.

May. 1914.
New York Air Brake Co., New York, N. Y. Cat. air brake

apparatus, September 1913.
Societe Anonyme des Pieux Armes Frankignoul. Liege,

Belgium. Specialite de Fondations en teiTains com-

pressibles aquiferes. de remblais ou miniers (Systeme

Brevetc). 125 ]>\y.

OFFICERS AND COUNCIL

President

James Hartness

Terms expire 1914

E. B. Katte

I. E. MOULTROP

H. G. Stott

Terms expire 1014

Chas. J. Davidson
Henry Hess
Geo. a. Orrok

Vice- Presiden rs

Managers
Terms expire 1915

W. B. Jackson
H. M. Leland

Terms expire 1915

Henry L. Gantt
E. E. Keller
H. G. Reist

Terms expire 1916

A. M. Greene, Jr.

John Hunter
Elliott H. Whitlock

Jesse M. Smith
M. L. Holman

Past-Presidents

Members of tlie Council for 1914

W. F. M. Goss

E. D. Meier

Ales. C. Humphreys

Chairman of Finance Committee

Robert M. Dixon

Treasurer

William H. Wiley

Honorary Secretary

F. R. Hutton

Secretary

Calvin W. Rice

James Hartness, Chairman

Alex. C. Humphreys, Vice-Chairman

Executive Committee of tlie Council

H. L. Gantt
E. B. Katte

E. D. Meier
H. G. Stott

STANDING COMMITTEES

Finance

R. M. Dixon (4), Chairman; H. L. Doherty (1), W. L.
Saunders (2), W. D. Sargent (3), W. H. Marshall (5)

House

H. R. CoELEiGH (1). Chairman; S. D. Collett (2), W.
N. Dickinson (3), F. A. Scheffler (4), J. W. Nklsov
(5)

Library

L. Waldo (3). Chairman; W. M. ifcFARLAXD (2). J. W.
LiEB. Jr., The Secretary

Meetings

L. P. Alpord (1), Chairman; H. E. Longwell (2), H. L.
Gantt (3), R. H. Fernald (4), J. H. Barr (5)

Membersliip

Theodore Stebbins (1). Chairman: W. H. Boehm (2),
H. C. Meyer, Jr. (3), L. R. Pomeroy (4), Hosea Web-
ster (5)

Publication

C. I. Earll (2), Chairman; G. M. Basford (1), I. E.
'^f0ULTK0P (3), F. R. Low (4), Fred J. Miller (5)

Public Relations

Fred J. Miller (1), J. M. Dodge (2), W. R. Warner
(3), G. M. Brill (4), Morris L. Cooke (5)

Research

R. H. Rice (3), Chairman; A. L. De Leeuw (1), Rolla
C. Carpenter (2) R. D. Mershon (4)

Constitution and By-Laws

Jesse M. Smith, Chairman: F. R. Hutton

Note — Numbers in parentlieses indicate number of years the member has yet to serve

LVII

SPECIAL COMMITTEES

Code of Ethica

C. W. Baker, Chairman; C. T. Main, E. D. Meier,
Spencer Miller, C. R. Richards

International Standard for Pipe Threads

E. M. Herr, Cliairman; W . J. Baldwin, G. M. Bond, S. G.
Elag<j, Jr. — L. V. Benet, Pans Representative

Conservation

G. 1'. Swain-, Chairman; C. \V. Baker, L. D. Burlingame,
M. L. IIOLMAN, Calvin W. Rick

Conference Committee on Ivngineering Standards A. I. E. E.

H. G. Stott, Chairman; A. F. Ganz, Carl Schwartz

Bureau of EniUneerlng Standards

Henry Hess, Chairman; J. H. Barr, Charles Day, C. J.
Davidson, Carl Schwartz

Fixtures and i''ittin)5s

W. J. Baldwin, S. G. Flagg, Jr., C. R. Hare, H. E.
Harris, A. H. Moore, E. S. Sanderson, G. B. Thomas,
W. K. Webster

Power Tests

G. H. Barrus, Chairman; E. T. Adams, L. P. Brecken-
RiDGE, D. S. Jacobus, William Ivent, E. F. Milleb,
Arthur West, A. C. Wood

Refrigeration

D. S. Jacobus, Chairman; P. De C. Ball, E. F. Miller,
A. P. Trautwein, G. T. Voorhees

Research Committee. Sub-Committee on Materials of Electrical En-
gineering

R. D. Mershon

Researcli Committee. Sub-Committee on Safety Valves.

P. G. Darling, Chairman; H. D. Gordon, E. F. Miller,
F. L. Pryor, F. M. Whtte

Flanges

H. G. Stott, Chairman; A. C. Ashton, A. R. Bay'LIS,
W. M. McFarland, Wm. Schwanhausser. J. P. Sparrow

Research Committee. Sub-Committee on Steam

R. H. Rice, Chairman; C. J. Bacon, E. J. Berg, W. D.
Ennis, L. S. Marks, J. F. M. Patitz

Increase of Membership

I. E. Moultrop, Chairman; F. H. Colvin, H. V. 0. COES,
J. V. V. COLWELL, R. M. Dixon, W. R. Dunn, J. P.
Ilsley, E. B. Ivatte, R. B. Sheridan, H. Struckmann

Increase of Membership. Chairmen of Suh-Gommittees

Atlanta, Park A. Dallis; Boston, A. L. Williston; Buf-
falo, W. H. Carrier; Chicaijo, P. Alhert Poppenhusen ;
Cincinnati, J. T. Faig ; Cleveland, R. B. Sheridan ; Michi-
gan, H. W. Alden; Minnesota. Max Toltz; Neiv York,
J. A. Kinkead; Philadelphia, T. C. McBride; Bochester,
John C. Parker; St. Louis, John Hunter; San Fran-
cisco. Thomas Morrin; Seattle, R. M. Dyer; Troy, A.
E. Cluf;tt

International Engineering Congress 1915

The President, The Secretary, W. F. Durand, E. C.
Jones, T. W. Ransom, C. R. Weymouth

National Museum

E. D. ^Feier, Chairman; G. F. Kuxz, George Mesta, H. G.
Reist. Ambrose Swaset

Changes In the Patent Laws of United States

W. H. Blauvelt, C. C. Thomas, Edward Weston, W. E.
WiNSHip, B. F. Wood

Pipe Thread Gages

E. D. Meier, Chairman; George M. Bond, A. M. Houser,
J. C. Meloon, C. a. Olson, P. C. Patterson, H. G. Stott

Society History

J. E. Sweet, Chairman; F. R. Hutton, Secretary; H. H.

SUPLEE
Standard Cross-Section Symbols

H. deB. Parsons, Chairman; F. deR. Furman, A. E.
Norton, Bradley Stoughton, John W. Upp

Standardization of Filters

G. W. Fuller, Chairnuui; J. C. Boyd, P. N. Engel,
J. C. AV. Greth, Wm. Schwanhausser

Steam Boilers and Other Pressure \'essels and for Care of Same in Ser-
vice. Committee to I'ormulate Standard Specifications for the Con-
struction of

J. A. Stevens, Chairman; W. H. Boehm, R. C. Carpen-
ter, Richard Hammond, C. L. Huston, E. D. Meier,

E. F. Miller

Student Branches

F. E. Hutton, Chairman; George M. Brill, William
Kent, G. A. Orrok

Tellers of Election

J. P. Ilslet, Chairman; R. T. Kent. R. J. S. Pigott

Tolerances in Screw Thread Fits

L. D. Burlingame, Chairman; Ellwood Burdsall. F. G.
CoBURN, F. H. Colvin, A. A. Fuller, James Habtness,
H. M. Leland, W. R. Porter, F. 0. Wells. Walter F.

WORTIIINGTON

SUB-COMMITTEES OF THE CO:\i:\nTTEE OX MEETINGS

Administration

J. M. Dodge, Chairman; L. P. Alford, Secretary; D. M.
Bates, John Calder, H. A. Evans, James Hartness, W.
B. Tardy, Alexander Taylor, H. H. Vaughan

Air Machinery

F. W. O'Neil, Chairman; H. V. Conrad, Williasi Prell-
wiTz, R. H. Rice

Cement Manufacture

J. G. Bergquist, Chairman; H. J. Seaman, Vice-Chair-
■ man; G. S. Brown, \V. R. Dunn, F. W. Kelley.

Morris Kind, F. H. Lewis, W. H. Mason, R. K. Meade,
Ejnar Posselt, H. Struckmann, A. C. Tagge, P. H.
Wilson

Depreciation and Obsolescence

Alex. C. Humphreys, Chairman; J. G. Bergquist, C. J.
Davidson, A. E. Forstall, F. W. Kelley, H. Struck-
mann

Fire I'rotection

J. R. Freeman, Chairman; E. V. French, Vice-Chairman;
Ai-BERT Blauaelt, F. M. Griswold, H. F. j. Porter, T.
W. Ranso^w, I. H. AVooLsoN

LVIII

SUB-COMMITTEES— Continued

Hoistiiig and Conveying

R. B. Sheridan, Chairman; C. K. Baldwin, Alex. C.
Brown, 0. G. Dale, P. J. Fickinger, F. E. Hulett, Spen-
cer Miller, A. L. Roberts, Harry Sawyer

ndustrial Building

F. A. Waldron, Chairman; H. A. Burnham, Charles
Day, William Dalton, J. 0. DeWolf, C. T. Main

ron and Steel

Jos. Morgan, Chairman; Thos. Towne, Secretary; W. P.
Barba, F. F. Beall, Rogers Birnie, A. L. Colby,
Julian Kennedy, M. T. Lothrop, W. E. Snyder, J. T.
Wallis, R. M. Watt

Machine Shop Practice

L. D. Burlingame, Chairman; E. P. Bullard, Jr., W. L.
Clarke, F. H. Colvin, A. L. DeLeeuw, AV. H. Diefen-

DORP, F. L. Eberhardt, F. a. Errington, A. A. Ful-
ler, H. D. Gordon, H. K. Hathaway, E. J. Kearney,
Wjr. Lodge, F. E. Rogers, N. E. Zusi

Railroads

E. B. Kjitte, Chairman; G. M. Basfobd, W. G. Besler.

F. H. Clark, A. H. Ehle, C. E. Eveleth, W. F. ]VL
Goss, A. L. Humphrey, W. F. Kiesel, Jr., N. W.
Storer, pi. H. Vaughan, R. V. Wright

Textr.es

C. T. Plunkett, Chairman; E. W. Thomas, Secretary; D.
M. Bates, John Eccles, E. D. France, E. F. Greene, F.
W. Hours, C. R. Makepeace, C. H. Manning, H. F.
Mansfield

LOCAL MEETINGS OF THE SOCIETY

Atlanta

J. S. Coon, Chairman; Park A. Dallis, Secretary;
George Hillyer, Jr., Cecil P. Poole, Earl F. Scott

Boston

R. E. Curtis, Chairman; W. G. Snow, Secretary; H. N.
Dawes, C. H. Fish, A. L. Williston

Buffalo

W. H. Carrier, Chairman; C. H. Bierbaum, C. A. Booth,
S. B. Daugherty, Jas. W. Gibney

Chicago

Paul P. Bird, Chairman; C. W. Nayior, Secretary; C.
R. Birdsey, W. B. Jackson, A. W. Moseley

Cincinnati

J. B. Stanwood, Chairman ; J. T. Faig, Secretary; W. G.
Franz, G. W. Galbraith

Milwaukee

E. P. Worden, Chairman; Fred. H. Dorner, Secretary;
M. A. Beck, H. V. Conrad, Hexrik Greger, L. P. C.
Smith, Henry Weickel

Minnesota

Max Toltz, Chairman; C. L. Pillsbury, Vice-Chairman;
E. J. Heinen, Secretary-Treasurer ; Wm. H. Kavaxai'gh,
Paul Doty

New Haven

E. H. LOCKWOOD, Secretary; F. L. Bigelow, L. P. Breck-
exridge, J. A. NoRCROss, H. B. Sargent

New York

H. V. Wright, Chairman; Edward Van Winkle, Treas-
urer; H. R. Cobleigh, Secretary; J. J. Swan, J. P. Nepp
Philadelphia

H. E. Ehlers, Chairman; W. R. Jones, Secretary; Geo.
R. Henderson, Hugo Bilgram, R. H. Fernald, D. R.
Yarnall

San Francisco

Robert Sibley, Chairman; Thos. Morkin, Vice-Chair-
man; C. T. Hutchinson, Secretary; E. C. Jones, C. R.
Weymouth

St. Louis

F. E. Bausch, Chairman; E. L. Ohle, Secretary; H. Wade
Hibbard, John Hunter, L. C. Nordmeyer

SOCIETY REPRESENTATIVES

Council of Amer. Assn. .\dv. Science

A. C. Humphreys, W. B. Jackson

Engineering Education

A. C. Humphreys, F. AV. Taylor

John Fritz Medal

J. A. Brashear (1), F. R. Huttox
(3), Ambrose Swasey (4)

!), J. R. Freeman

General Conference Committee of National Engineering Societies

C. AW Baker

Trustees UniteJ Engineering Society

Fred J. Miller (1), Jesse M. Smith (2), Alex. C.
Humphreys (3)

OFFICERS OF THE GAS POWER SECTION

Chairman

F. R. HUTTON

Secretary

Geo. a. Orrok

Gas Power Membership Committee

A. F. Stillman, Chairman; H. V. 0. Coes, J. H.
Lawrence, F. S. King, J. H. Norris, G. M. S. Tait, J.
D. Shaw, H. AA^. Anderson, C. D. Smith

Gas Power Executive Committee

C. H. Benjamin (1), AV. H. Bl.wvelt (3), W. D. Ennis
(5), H. J. K. Freyn (1), F. R. Low (2), L E. Moultrop

(4),H. H. Suplee (1)

Gas Power Literature Committee

R. B. Blobmeke, Chairman; A. AV. H. Griepe, W. F.
MoNAGHAN, AV. S. Morrison, S. I. Oesterreicher, H. G.

AVOLFE

Gas Power Committee on Meetings

AA'm. T. Magruder, Chairman; W. H. Blauvelt, E. D.
Dreyfus, A. H. Goldingham, Nisbet Latta, H. B. Mao-
Farland

OFFICERS OF AFFILIATED SOCIETY

Providence Association of Mechanical Engineers

W. H. Paine. President; Arthur H. Annan, rice-President; J. Ansel Brooks, Secretary; A. H. Whatley, Treasurer

Note — Numbers in parentheses indicate number of yea.T3 the member has yet to serve

LIX

OFFICERS OF THE STUDENT BRANCHES

INSTITUTION

DATE
AUTHORIZliU
BY COUNCIL

HONORARY
CHAIRMAN

CHAIRMAN

Armour Inst, of Tech.

Carnegie Inst, of Tech.

Case School of Applied
Science

Columbia Univ.

Cornell Univ.

Kansas State Agri. College

Lehigh Univ.

Leland Stanford Jr. Univ.

Mass. Inst, of Tech.

New York Univ.

Ohio State Univ.

Penn. State College

Poly. Inst, of Brooklyn

Purdue Univ.

Rensselaer Poly. Inst.

State Univ. of Iowa

State Univ. of Kentucky

Stevens Inst, of Tech.

Sjrracuse Univ.

Univ. of Ai-kansas

Univ. of California

Univ. of Cincinnati

Univ. of Colorado

Univ. of Illinois

Univ. of Kansas

Univ. of Maine

Uuiv. of Michigan

Univ. of Minnesota

Univ. of Missouri

Univ. of Nebraska

Univ. of Wisconsin

Washington Univ.
Yale Univ.

Mar 9, 1909

Q. F. Gebhardt

Oct 14, 1913 W. Trinks

Feb 14, 1913

F. H. Vose

Nov 9, 1909 Chas. E. Lut-ke
Dec 4, 1908 R. C. Carpenter
Feb 13, 1914 A. A. Potter
June 2, 1911 P. B. de Schweinitz
Mar 9, 1909 W. F. Duraud
Nov 9, 1909 'e. F. Miller
Nov 9, 1909 C. E. Houghton
Jan 10, 1911 1 \Vm. T. Magruder
Nov 9, 1900 J. P. Jackson
Mar 9, 1909 \V. D. Ennis

Mar 9, 1909

G. A. Young

F. L. Brewer, Jr.
J. B. Patterson
H. C. Mummert

H. F. Allen
J. G. MiUer
V. Whiteside
A. V. Bodine
J. A. Gibb
F. G. Puriiitoii

R. D. Rogers

C. F. Kennedy

M. Van Valken-

burs'h
S. A. Peek

CORRESPONDING SECRETARY

Dec 9, 1910 A. M. Greene, Jr. ,F. E. Mc:\Iullen

Apr 11, 1913 R. S. Wilbur
Jan 10, lOllF. P. Anderson

Dec 4, 1908
Dec 3, 1911

L. A. White
H. G. Strong

Alex. C. Humphreys L. F. Bayer

W. E. Ninde
Apr 12, 1910 B. N. Wilson
Feb 13, 1912 Joseph N. LeConte
Nov 9, 1909 J. T. Faig
Apr 10, 1914 P. S. Rattle
Nov 9, 1909 W. F. M. Goss
Mar 9, 1909 F. H. Sibley
Feb 8, 1910 Arthur C. Jewett
Apr 10, 1914 John R. Allen
May 12, 1913 J. J. Flather
Dee 7, 1909 H. Wade Hibbard
Dec 7, 1909 J. D. Hoffman

H. J. Thorkelson

E. L. Ohle

L. P. Breckenridge

Nov 9,

1909

Mar 10,

1911

Oct 11,

1910

G. T. Parsons
M. McGill
A. C. Moorhead
J. Dollnian
L. J. Brady
C. R. Velzy
L. C. Angevine

E. E. Fowler
R. H. Mills
A. Buenger

F. A. Heileinan
A. A. Luebs
M. A. Cook

A.O.Schleiffarth
L. F. Harder

J. A. Agee

Ai-mour lust, of Tech., Chicago, 111.
W. M. Sheldon

5137 Woodlawn Ave., Pittsburgh. Pa.
J. B. Whita<'re

Case School of Applied Science, Cleve-
land, 0.
A. S. Henry

333 Central Park W., New York, N. Y.
D. S. Wegg, Jr.

IG E. Ontario St., Chicago, HI.
J. 1. Michaels

P. O. Box 125, Manhattan, Kan.
H. A. Brown

Lehigh Univ., South Bethlehem, Pa.
C. L. Addleman

219 Ramona St., Palo Alto, Cal.
H. E. Morse

Box 233. East Bridgewater, Mass.

W. ^^'. Watson

153 W. 8th Ave., Columbus, 0.
U. E. Hewitt

412 Main Bldg., State College, Pa.
Samuel Kobre

Poly. Inst, of Brooklyn, Brooklyn, N. Y.
T. S. Tulien

216 Fillmore St., Topeka, Kan.
[{. L. JManier

90 Walnut St., Binghamton, N. Y.
H. C. Doane

Newton, la.
K. T. Thornton

R. R. 1., Lexington, Ky.
C. H. Colvin

56 N. Maple Ave., East Orange. N. J.
W. J. Campbell

303 Waverly Ave., Syracuse, N. Y.
C. Bethel

Univ. of Ark., Fayetteville, Ark.
H. L. McLean

Univ. of Cal., Berkeley, Cal.
A. J. Langhammer

713 Crescent Ave., Covington, Ky.
S. S. Cooke

1290 Race St., Denver, Colo.

E. F. Gehrig

Univ. of Illinois, Urbana, 111.
II. L. Newby

1501 Rhode Island St., Lawrence, Kan.
A. B. Hayes

S. A. E. House, Orono, Me.
C. H. McClellan

928 Oakland Ave., Ann Arbor, Midi.
J. L. Hartnev

1724 Fourth St., S. E., IVIinneapolis, Minn.

F. H. Frauens

212 E. 35th St., Kansas City, Mo.

G. W. Nigh

c/o G. W. Nigh, Sr., Havelock, Neb.
R. E. Maurer

c/o The Utah Gas & Coke Co., Salt Lake
Citv, Utah.
J. A. Watkins, Jr.

5803 Michigan Ave., St. Louis, Mo.
M. C. Corbett

288 Orchard St., New Haven, Conn.

LX

aiiih ■ ■ ) I II HHi 1 1 II ■nil III II I II (lamiininniiianiiii iii ■ i i ■■ i i iwi ii u ii i iii i i ii in i niii ii ii laiiiiiiiiii ii iiii ■»■ i>

THE WARNER & SWASEY COMPANY i

Works and Main Office: CLEVELAND |

Branch Oeiea : NEW YORK BOSTON BUFFALO DETROIT and CHICAGO 1

UNIVERSAL HOLLOW-HEXAGON TURRET LATHES TURRET SCREW MACHINES BRASS-WORKING MACHINE TOOLS |

Universal Hollow- Hexagon Turret Lathes j

Equally efficient for both Bar and Chucking work |

TWO highly efficient machines in ONE — combining the
rapidity and accuracy of the Turret Lathe and the simpli-
city and adaptability of the Engine Lathe.

Two independent tool carriages — operating simultaneously;
multiple cutting tools ; geared-head single pulley drive ;
great strength, rapidity and adaptability.

TWO SIZES — N0.2-A— Bar work 2!4"x26"; castings and forgings 12"
No. 3- A — Bar work 3K"x36"; castings and forgings 15"

No. 2A — With "Bar Equipment"

No. 2A — With "Chucking Equipment"

The lower Illustration shows a set of
4 of the 100 Bristol Pyrometers used
by one of the largest steel comp:mk'a
in the world. Used in connection with
a Bristol Recorder, either the present
temperature or any variation in tem-
perature for 24 hours can be seen at
a glance. It makes no difference
whether your furnacr^ are old or new.
Bristol Pyrometers help improve your
product .

ONE HUNDRED

BRISTOL PYROMETERS

USED BY ONE FIRM. WHY?

Because after giving years of careful study to the heat treatment of metals, they have
found them indispensable in obtaining the best results at the minimum cost. When the
largest steel plants in the world, the people who do nothing but devise and apply the very
best methods for the hoat treatment of metals, use Bristol Pyrometers, why don't you ?
Send for our Bulletin No. C-1400. It will help you decide.

THE BRISTOL COMPANY

BRANCH OFFICES:

114 Liberty Street.
New York

1670 Frick Building Annex
Pittsburgh

Waterbury, Conn.

953 Monadnock Block
Chicago

Facts and Figures

Let us get beneath the surface and see just what counts in Turret Lathe construction.
Is it weight, ponderous looks, comphcated mechanism, salesmanship, or something else?

The question frequently pops up when a new Turret Lathe is under consideration — •
"Why are the Jones & Lam son Turret Lathes so popular, and ivhy are they used so exten-
sively by the big Railroads, Automobile Plants — in fact, in most every plant that uses
Turret Lathes for quality and quantity production?

We recently' received a letter from the Foreman of the Manufacturer who purchased
the first Double Spindle Turret Lathe, and, incidentally, has since purchased five more
of the same type.

Quoting the foreman: "Your Double Spindle Flat Turret Lathe was put in operation
in less than one month after receipt here, and used constantly ever since (covering a
period of more than three years) machining gears.

"Its present average is 150 finished gear blanks every 9 hours. The feed is changed
3 tunes per gear, or 450 times per day, and the only attention given the feed mechanism
to date was an occasional supply of oil. Not one part has ever been removed."

Now let us assume that the number of work days per },ear is three hundred. One
does not reciuire a knowledge of differential calculus to arrive at the exact figures covering
the changes — and where, and under what conditions would you find a more severe test
on the feed mechanism?

Is it not evident that the construction and workmanship must be as near perfect as
is possible to produce?

Look at the illustration on the next page showing the feed conlro/ling lever and the
slight movement required for any of the nine changes of feed, ranging from 20 to 120 per
inch. The illustration shows the lever in both jiositions.

jUiaiiHaaiiaBiv

Our space here is far too limited to take uj) this matter in detail, but we would be
pleased to mail our catalog or have our representative call on interested parties, and
from time to time we will show on these pages some of the reasons %vhy the Jones & Lamson
Turret Lathes are specified when big contracts are involved and when Alachinc Efficiency
is used as a basis in placing the order.

Simplicity— Accessibility— Durability

The operator, like the chauffeur, has full control of the speeds and feeds at all times.
The above illustration shows the operator changing the feed mechanism by means of a
slight shift of a single controlling lever, and with far greater ease than the chauffeur
changes the selective gears of his car.

The operator of the Jones & Lamson Turret Lathe has that same feeling of con-
fidence and satisfaction experienced by the chauffeur when operating his powerful "Six"
— He knows that there is constantly in reserve unlimited power and speed, without the
feeling that the bearings and other parts are being sacrificed as a result of its use.

Every movement — every adjustment — every dimension and every part of (jur
machines represent the result obtained through >'ears of most exacting tests by highly-
efficient specialists on Turret Lathe Construction.

The Acknowledged Standard for More than Half a Century.

JONES & LAMSON MACHINE COMPANY

Springfield, Vermont, U. S. A., and 97 Queen Victoria Street, London, E. C.

Germany. Holland, Switzerland and Austria-Hungary: M, Koyeraann, CharIotteastra?ss 112, Dusseldorf, Germany.
France, Spain and Belgium: F. Aubt^rty & Co., 91 Ru2 de Maubeuge, Paris, Italy: W. Vogel, Milan.

Drying Problems
May Confront You

Our

V;

D

A

acuum Urying /Ipparatus

removes moisture, at lowest temperature, rapidly, thoroug-hl}',
uniformly, economically. Thirty years of experience in this
one field of activity cannot help but be of value to }ou.

The thousands of installations in daily operation and the many
repeat orders are the best evidence of our claims to be of service.

J. P. DEVINE CO.

1372 Clinton Street

Buffalo, N. Y.

COMPARE

THESE BOILERS

— v.--'.-^^ ^. :,:\: .^iz.^.'hi /rr7T7\

'Jy'??J^\" rr777>^ ^ZZZTl-

r

W

zf}iff^^^>j]y':'W_

T

^HE comparative efficiency of the same boiler when set with
\ertical cross baffling and re-arranged lor horizontal
baffling is gi\'en fully in a paper by Henry Kriesinger and
Walter T. Ray, Western Societj^ of Engineers, June 2, 1913, and the
Journal, Am. Soc. M. E., January 1914.

The first boiler shows an efficiency of 61.3% with Pocohontas coal and
60.9% with Clinchfield.

The second boiler, with the horizontal baffling, showed 63.6% with Pocohontas
and 67.2% with the Clinchfield.

Furthermore, the draft drop through the boiler with the vertical cross baffl ng at
128^ load was j^ inch, whereas with the horizontal at 127% load, the draft drop
was ^ inch, with the same per cent. COo.

The horizontal baffling shown above is exactl\- rhe same as used in all large Heine
r^oilers. There is a tile roof over the furnace and two horizontal passes for the gases
through the boiler.

NOWADAYS

IT'S

HEINE

Ask for our pamphlet on large Heine Boilers also a test of a two=
pass 635 H. P. Boiler at the Grand Central Terminal, New York.

HEINE SAFETY BOILER CO.
2465 E. Marcus Ave., St. Louis, Mo.

68

Outside view showing ad-
justable spring wliich brings
any desired pressure af ainst
the swing-gate.

Dotted line shows valve

when pressure has exceeded

spring tension.

It

Cn/eifve

^O AVMCSPHSf^E

Application of the
Nelson-Erwood Valve
To Mixed-Flow Turbines

This view shows how < on-

slant pressure is maintained

on < t-ntre of gate.

The Nelson-Erwood is of special value in steam turbine prac-
tice since it embodies in one valve the functions of a_ gate, check
and relief valve. As a check valve it can be placed m any posi-
tion which is not possible in other designs.

Its application to a mixed-flow turbine is shown in the diagram

^ Thr'Nelson-Erwood Swing Gate Valve "A" acts as an atmospheric relief
valve and prevents excessive back pressure on the engine. _

Valve "B" is placed on the engine exhaust and supplies the heating system
with exhaust steam when conditions require it. , . , . . •

Valve "C " placed between the engine cylinder and the mixed-flow turbine,
valve L., pidcLu ui-Lw .- * fhp line to ens ne cy inder when live

from engine cylinder, ,

Valve "D" protects the mixed-flow turbine in case of an overflooded

condenser.

NELSON-ERWOOD

Swing Gate Valves

.-ifeiruard the engine or turbine, in every situation where disastrous results
voiiW follow the^flow of steam in a direction contrary to its usual course _
Thev have an outside adjustment which may be set for any pressure de^

' ""Nelson-Erwood Swing Gate Valves have many other uses and applications.

A new circular just off the press describes it in detail.

This circular and any other information will be sent you gladly. \\ rite lor
it now.

NELSON VALVE COMPANY

7612.20 Quee. St. CHESTNUT HILL, PHILADELPHIA

TAYLOR STOKE RED

TURBINL
R.OOM

BOILE-R
ROOM

O

?

■>

Concentrate Your

Power House Area

Every square foot of g-enerating- station
floor space represents extra investment in
land, in building, and in equipment. The
application of turbines and condensers has re-
duced the space necessary for prime movers to
one-half or one-third of that demanded by re-
ciprocating engines, and has also reduced the
first cost per horse-power.

Now comes the matter of concentrating boiler
room space in like measure, a problem which is
being solved by

The TAYLOR STOKER'S ability to burn immense quantities of coal in limited grate area at high
speed, and to bring a maximum of the resultant heat into direct contact with the heating surfaces,
produces multiplied outputs from boilers and so reduces the required number of furnaces and
boiler units.

And this reduction in the number oi boilers has the advantage of permitting the purchase of the very
best type of boiler at a less total cost than that for a larger number of a cheaper, less reliable, less
efficient make.

In addition, the reserve steam making capacity of the TAYLOR STOKER assures that the original
steam making equipment can keep pace with growing loads for years to come.

The interest on every dollar of additional investment in station equipment must
be distributed over the rates charged for light and power. If planning a new
station, let the TAYLOR STOKER concentrate its boiler room area, save invest-
ment, and reduce fixed charges. If planning to enlarge, let the TAYLOR
STOKER double the capacity without enlarging the building. Write our Stoker
Department for particulars.

American Engineering Company

PHILADELPHIA

Foster Superheaters

Will give increased efficiency and economical results in the
operation of any plant using- steam. Can be applied
to boilers of any type, old or new.

FOSTER SUPERHEATER IN BABCOCK & WILCOX BOILER

Foster Superheaters are made for every class of service,
either combined with boilers or separately fired. The exterior
surface is protected from the destructive action of hot gases — a
feature which distinguishes the Foster from all other types.

Perfect Steam Circulation Any Temperature Desired

Uniform Superheat Freedom from Repairs

Over a Million Horse Power in Use

Gaskets for high temperature steam pipes; Piston-rod packing for
superheated steam; Ram and Plunger Packing for high -water pressures.

We will be glad to send you some interesting and useful
publications dealing with the subject of "Superheated Steam."

POWER SPECIALTY COMPANY

111 Broadway, New York

Branch Offices
BOSTON PHILADELPHIA CHICAGO

BIRMINGHAM

PITTSBURG
SAN FRANCISCO

GREEN'S ECONOMIZER

Is Essential in the Modern Steam Plant

PLAN

COAL
HOPPER

SECTION Of/ ^ B

1000 -HP. 5TE.AM MAKIMO Pi-Af/r CONTAIWNC
HaO Sf Fr BOIl£R SURFACE
/660 . . SUP£l!lirAT£R

■tita .. ., ccoMoni££/i

/40 - ■■ ORATE ARCA

|\/rORE Steam can be produced
from less fuel and at less total
cost by means of Green's Economizer.
Boiler surface should be used only
for transferring the heat of evapora-
tion, the water being brought up
nearly to the boiling point and more
advantageously by the economizer
surface.

The Economizer is able to extract
more heat from the gases than could
the boiler surface, no matter how far
extended, since the economizer con-
tains water at hot well temperature,
whereas the boiler contains water at
a temperature corresponding to the
steam temperature, that is, nearly
300° hotter. As the flow of heat from
the gases to the water is proportional
to the difference in temperature, a
square foot of economizer surface
abstracts heat from the gases much
more actively than would a square
foot of boiler surface located at the
same point in the travel of the gases.

By omitting that part of boiler
surface, which is comparatively in-
effective in the recovery of heat, and
by placing an economizer on the
floor above the boiler, economies of
ground space and building, as well
as of fuel and apparatus, are realized.
An illustration of this arrangement is
shown in the above drawing.

For many other interesting exam-
ples of modern steam plant design,
send for our lOO-page book, ME No.
142.

The Green Fuel Economizer Co.

Matteawan, N. Y.

New York City, Boston, Chicago, Atlanta, San Francisco, Los Angeles, Seattle,

Salt Lake City, Montreal.

Engineers: Builders of Green's Fuel Economizers, Fans, Blowers andJExhausters, Steam Air Heaters,
Coils. Waste Heat Air Heaters. Mechanical Draft, Heating and Ventilatingfand Drying Apparatus,
Draft Dampers and Engines. 384

10

"INGERSOLL-ROGLER"
AIR COMPRESSORS

This shows a section through the air
end of the class "PRE" direct con-
nected, electrically driven type

tlNGERSOtL % kuGLLR]

INGERSOLL-RAND COMPANY

New York

Pneumatic Tools

Offices the World Over

London

Air Lift Pumping

3S-C.

11

w;d

High Vacuum at a Low Cost

Maxinuun turbine efficiency is assured by the high
vacuum maintained by

KOERTING
Multi=Jet

Condensers

These efficient condensers will produce at least a 28-inch vacuum
(referred to 30-inch barometer) with the minimum amount of cool-
ing water at 70° F. or under witJioat the use of an air pump.

A simple centrifugal injection pump operating against a 21 ft. head
is the only moving part required.

The cold water enters through a series of concentric nozzles and is
brought in intimate contact with the steam which enters through
annular passages between the nozzles.

The condenser is so proportioned as to maintain a practically con-
stant velocity of the steam from the top to the bottom.

Write us today stating your e.xact requirements. Our engineering
department will be pleased to submit a cost estimate on the equip-
ment of your plant with these modern condensers.

Be sure to send for Catalog S-AB today

Schutte & Koerting Co.

1239=57 North 12th St., Philadelphia

New York, so Church St.
Boston, 132 High St.
Cleveland, New England Bldg.

Denver, ist Nat. Bank Bldg
Chicago, Security Bldg.

Pittsburgh, Keenan Bldg.
Kansas City, Burton Machy Co
Dayton, Gimperling & Sons.

12

Speed Up Your Car and Driving Wheel
Lathe With G-E Industrial Control

Here is another special a[5plication of the G-E push button method of control — a case where high speeds are desirable — •
but cannot be attained continuously because hard spots on the wheel require a reduced speed over a fractional part of
each revolution. On this equipment we have three push buttons — one to "start," one to "stop" — and one to "slow down."
When the "slow" button is pushed, the speed is reduced and when it is released maximum speed is regained. A pendent
switch may be used for the "slow down" if desired.

The e.xact cutting speed required for any work, at any moment, is obtained by turning the knobs on a box, in easy reach
of the workman.

When the stop button is pushed, the motor is brought to a quick stop by means of dynamic braking.

This equipment also contains all of the overload, and low voltage protective features and can be applied to wheel lathes
now in service as well as on new machines.

The convenience and responsiveness of this drive, together with the close speed adjustments instantly obtainable, reduce
costs and speed up production.

:5/\ri:TYlii?57

Inquiries from "Safety First Com-

mittees, welfare workers and others
interested in the protection of men
as well as machines will be cheer-
fully answered.

G-E Industrial Control can be furnished
for the practical and economical operation
of any motor anywhere.

Cill, write or telephone our nearest office
for further details and special information
on our exchange proposition.

General Electric Company

Atlanta, Ga.
Baltimore, Md.
Birmingham Ala.
Boise, Idaho
Boston. Mass.
Buffalo. X. V.
Butte. Mont
Charleston, \V. \*a.
Charlotte, N. C.
Chattanooga. Tenn.
Chicago. 111.
Cincinnati. Ohio

Cleveland, Ohio
Columbus, Ohio
D ivenport, Iowa
Dayton. iJhio
Denver, Coio.
Detroit. Mich.

(Office of Agent)
Elmira. X. V.
Erie, Pa.

Indianapolis, Ind.
Jacksonville. Fla.
Joplin. Mo.

Largest Electrical Manufacturer in the World

General Office: Schenectady, N. Y.
ADDRESS NEAREST OFFICE

Kansas City, Mo.
Keokuk, Iowa
Knoxville. Tenn.
Los Angeles. Cal.

Louisville. Ky.
Mattoon, 111.
Memphis Tenn.
Milwaukee. Wis.

Minneapolis. Minn.
Nashville. Tenn.
Xew Haven. Conn.
Xew Orleans, La.
Xew York, X. V.
Omaha, Xeb.
Philadelphia. Pa.
Pittsburg. Fa.
Portland. Ore.
Pro\idence. R. I.
Richmond. Va.
Rochester, X, V.

Salt Lake City, L'tah
San Prancisco. Cal.
St. Louis, Mo.
Schenectady. X. Y.
Seattle. Wash.
Spokane. Wash.
Springfield, Mass.
Syracuse, X. Y.
Toledo, Ohio
Washington, D. C.
Youngstown, Ohio

For Texas and Oklahoma business refer to Southwest G^meral Ele;tric Company, Dallas. El Paso. Houston and Oklahoma City
For Canadian business refer to Canadian General Electric Company. Ltd., Toronto. Ont.

13

There's

Profit in

The Summer Lull

During the sweltering summer ^ ^^^
days, when the thermometer
sizzles around the nineties; when
everybody lets up; when profits
go down, but overhead stays where
it is — that's the time to make
profits bigger for the busy fall and
winter. You can best afford, dur-
ing the slack season, to install

"SeUs"
Roller Bearings

the dependable all-split line-shaft bearings,

that interchange with plain bearing boxes.

If you install them now, or later in the

summer, you will be drawing profit out of

the low-profit summer months — the lull time

of the year — by preparing for a lower power

expense as soon as business picks up. The

thousands of "Sells" Bearings in use are

your best guarantee of the service that

you'll be building into your plant. Write

today. Catalog ?

Also "Sells" Commercial Roller Bear-
ings, Power Transmission Machinery,

Punches and Shears, Grinders and

"Rollerine."

Royersford
Foundry & Machine Co.

60 No. 5lh Street
Philadelphia

" Use

'Rollerine' '

II ■III) I » iDi ) in I I 111 III III III III iim 1 1 III iiiiiinim ain.

B

Consult the
Cowdrey Machine
Works —

Let us build your special machine, or
furnish you with machine work on a
contract basis, in our large, up-to-date
factory. Our forty years' experience in
building special machines for knitting
mills, paper making, wood working and
nearly every other kind of purpose is
sure to be of service to you.

Machines We Have Made —

Hosiery Knitting Machines

Bobbin Turning and Boring Machines

Celluloid Turning Machines

Pointing Machines

Shoe Machines

Optical Machines

Safety Razor Machines

Paper Tube Machines

Paper Bag Filling Machines

Button Hole Machines

Laboratory Machines

Horn-Presses

Rock Drills

Automatic Feeders for Printing Presses

Jigs, Fixtures and Tools to yonr blue prints

Estimates gladly furnished from
blue-prints. Write us to-day

C. H. Cowdrey Machine Works

FITCHBURG, MASS.

Contractors, Builders and Designers
of Special Machinery

14

Jenkins Bros.

Iron Body Gate Valves

You obtain quality and satisfaction when
you specify Jenkins Bros. Gate Valves.

The improved shape of bodies and bon-
nets insures perfect castings, free from in-
ternal shrinkage strains, securing the ut-
most strength and rigidity, and enabling
the valves to resist without distortion the
severe stresses due to the working pressure,
expansion and contraction, poorly support-
ed piping, and other exacting conditions.

All Jenkins Bros. Gate Valves are of the
double-face, solid-wedge type, with gates
or wedges having guides which slide true
on ribs in the body and thus preventing
chattering when the valve is partly open,
or the wedge from touching the seat except
at point of final closing. The gates or
wedges fit only one way, and cannot be
accidently reversed. Jenkins Bros. Iron
Body Gate Valves are made in Standard,
Medium and Extra Heavy Patterns, the
larger sizes with or without by-passes as
required.

Write for catalogue illustruling entire line of
Jenkins Bros. Valves and Mechanical Rubber Goods

All Genuine
Jenkins Bros. Valves
Have the Diamond
Trade Marii—
Vour Protection

JENKINS

^ARK

Jenkins Bros.

New York, Boston, Philadelphia, Chicago

Jenkins Bros., Limited, Montreal, P. Q., London, K. C.

■■■■■■■■■■■■■■■IIIBBIEIB

Davis

Pressure
Regulators
Save
Steam

Save Steam

Using a higher steam pressure on your
auxiharies than is necessary is Hke oper-
ating your engine on a high back pres-
sure — it is wastefuL

Every pound reduction in pressure that
you can make saves a certain amount of
fuel. In most plants there are man}'
places where less than boiler pressure can
be used, and steam saved, if proper use is
made of the

Davis Pressure Regulator

Here is a device that saves steam and works
automatically. You simply set it to make deliv-
ery at the required pressure and no matter what
the boiler pressure may be or how much it varies,
the Davis Regulator will maintain a constant
reduced pressure.

This valve is simple in construction — it does
its work well and it lasts. Tell us your needs
and we will let you have a valve to test in your
own plant. If not satisfactory in every respect,
return it and you will be under no obligations
to us.

G. M. Davis Regulator Co,

439 Milwaukee Avenue
CHICAGO

New York Pittsburgh
Philadelphia

San Francisco
Boston

MAKERS of VALVE SPECIALTIES SINCE 1875

15

For the Shop

Princess

Wall Radiators

Made in heights 15 ami
22 inches. Units combined
to suit conditions.

Our Catalog No. 910
gives the combinations.

THE

H. B. SMITH

COMPANY

Westfield, Mass.

Boston New York Phila.

S'j-ii

For the Home

10 Lbs. Per H. P. Hour

with the

Nordberg Poppet Valve
Condensing Engine

The illustration shows one of the latest
types of high efficiency Nordberg tandem
compound engines with high-pressure
Poppet Valves and low-pressure Corliss
Valves.

This is the logical design: the poppet valves
on the high pressure cylinder are suitable for
superheated steam and high pressure, while the
low-pressure valves which handle low-pressure,
saturated steam, are of the Corliss type to give
the highest cylinder efficiency.

Nordberg compound condensing engines of this
type give economies of 10 lbs. per H. P. hour
depending on the conditions.

For further information write for our Bul-
letin 25 on Nordberg Poppet Valve Engines

NORDBERG MFG. CO.

NORDBERG

MACHINERY

Milwaukee, Wisconsin

Manufacturers of High Efficiency
Corliss Engines; Uniflow Engines;
Poppet Valve Engines; Air Com-
pressors; Blowing Engines; Hoist-
ing Engines; Pumping Engines;
and other machiner\ .

NORDBERG

MACHINERY

16

THE

AIR PUMP

For Large Turbine Units

THE \\ heeler Turl o Air Pump is particularly suited
for condensers of 10,000 k\v. and up, because tlie
hurlingwater is discharged around the entire periphery
of the impeller, in small radial jets, and large air en-
training capacity is obtained. The air is positively
entrapped between small layers of water, the com-
pressed mixture being finally discharged into a casing
surrounding the diffuser.

Under ordinary air-tight working conditions, when the con-
denser air in leakage is small, the

WHEELER
Turbo Air Pump

will maintain a vacuum of 99% of the theoretical.

For sui face condensers a combined air and condensate pump
is preferred by some engineers, and this arrangement is shown in
the illustration. Air and condensate enter the pump by a com-
mon suction nozzle, and arc separated within the pump, the air
flowing over the division wall to the periphery' of the hurling
water impeller and the condensate flowing by gravity to the eye
of the condensate impeller.

This putnp saves floor space

piping>', attendance and po'wer

For further information on Wheeler Turbo
.\ir Pumps, send for our new liulletin III

WHEELER

Condenser and Engineering Co.
CARTERET ,,s NE-W JERSEY

M>

B

El

i

i

i

11^

;~ '."«>v- .' ■ "

^^^^I^T^

p

MM

HUNT STEAM OPERATED ONE MAN
CONTROL STEEPLE TOWER

WILSON & PATTERSON, Montreal, Quebec

The Hunt Tower illustrated above, in combination with Hunt
Automatic Railway, unloads coal and places it in storage at the
rate of 200 tons per hour.

A VERY EFFICIENT OUTFIT

We are Specialists in machinery for the economical handling of
bulk material, and solicit inquiries for equipment of this kind.

Pamphlet S-102 on request.

C. W. HUNT CO., Inc.

West New Brighton, N. Y., U. S. A.

45 Broadway, N. Y. City Fisher BIdg., Chicago

Evans Building, Washington

This illustration
shows a

linililliih:lilil!llilil;:|i!iiiii!iiiNiiiil{iilli:[<i|iiiiiiii[i:iiliii!:iiilii[:i:iil>{i:iii'

I'oiible Suction

PROVIDENCE

PUMP

Providence Pumps

are built for all purposes in capacities
of 100 to 100,000 gallons per minute.
Double Suction Pumps for moderate heads.
Stage Pumps for greater heads or pressures.
Send for Bulletin

PROVIDENCE
Providence,

ENGINEERING WORKS

Rhode Island

I

17

See the Recognition Afforded

VULCAN SOOT CLEANERS

DURING MAY, 1914

SYRACUSE, N. Y.

for StirliiiL' Boilers.

Cleaners for Sturtevant

SOLVAY PROCESS CO.,

5-J365 H.P. Cleaner:
Economizers.

PENNSYLVANIA SALT MFG. CO., WYANDOTTE, MICH.

15-300 H.P. Cleaners for B. & W. Boilers.
AMERICAN SHEET & TIN PLATE CO., PITTSBURGH, PA.

3-300 H.P. and 1-400 H.P. Cleaners for Stirling Boilers.
STONE & WEBSTER ENGINEERING CORP., BOSTON,

FOR NORTHERN TEXAS TRACTION CO., HANDLEY, TEXAS

6-600 H.P. Cleaners for B. & W. Boilers.
FOR EL PASO ELEC. RY. CO., EL PASO, TEXAS
6-600 H.P. Cleaners for B. & W. Boilers.
BYLLESBY & COMPANY, CHICAGO

FOR LOUISVILLE GAS & ELEC. CO., LOUISVILLE, KY.
4-500 H.P. Cleaners for B. & W. Boilers.

ALL THESE ARE REPEAT ORDERS

What More Can We Say ?

WRITE FOR OUR INSTRUCTIVE BOOK— "Economical Steam Production." It

contains valuable information and data of interest to every Mechanical and Operating Engineer.
Sent free on re quest.

G. L. SIMONDS & CO., 228 So. La Salle St., Chicago

Vulcan Soot Cleaner in use at General Electric
Co. Lamp Works, St. Louis, Mo. Plants at
Schenectady, Cleveland, Minneapolis, and Cen-
tral Falls, R. I., also use THE VULCAN.

(VULCAN SYSTEM Shown on Side of Boiler.)

oirt Stretch^
Take-up

MACHINE STRIPPING COAL IX ILLINOIS

The rubber covers on Good-
rich Conveyor Belts are tough
and durable. They resist
abrasion. They protect the
body of the belt from the in-
roads of alternating damp-
ness and drvness.

Goodrich Products

Conveyor Belts
Elevator Belts
Transmission Belts
Hose— All Kinds
Packing
Valves, etc.

©iLTETiJii mm

reduce tonnage costs

Advise us regarding: installations. We make belts for every purpose

The B. F. Goodrich Co.

u

Goodrich Belts won't shrink
or stretch. They do not re-
quire a power-eating weight
to maintain tension. They do
not necessitate idleness for
frequent repairs, adjustments
or renewals.

Factories :
Akron, Ohio

BrEinches in AH
Principal Cities

Makers of Goodrich Tires
and Everything
that's Best in Rubber

There is nothing in Good-
rich Advertising that
isn't in Goodrich Goodc

18

I. P. MORRIS COMPANY

PHILADELPHIA, PA.

Specialists in the Design and Construc-
tion of High Class, High Power, and
High Efficiency Hydraulic Turbines

Illustration shows one of six turbines designed and
built for the Laurentide Company Ltd., Grand Mere,
P. Q., Canada. Unit is of the single runner, vertical
shaft type, with cast iron pit liner. Volute casing and
draft tube are formed in the concrete.

The I. P. Morris Company have built or have under
construction turbines of this type aggregating 472,700
horse-power.

Inquiries for ttirbines requiring special design will be
given every attention

20,000 H. p. TURBINE
Head 76 feet. Speed 120 R. P. M.

Most powerful Turbines of this Type ever built

LUNKENHEIMER CAST STEEL VALVES

Lunkcnheimcr line of Cast Steel Valves consists of Globe,
Angle, Cross, Gate, Throttle, Non-return Boiler Stop, etc.,
made in all standard sizes and two combinations as regards
the materials used for the trimmings, in order to meet various
conditions of pressure and superheat. Also made in "Puddled"
Semi-steeL

All of the above, together with Check, Le\-er, Pop Safety, Relief,
Blow-off, Screw Down Check Valves, etc., are furnished in Bronze or Iron
Body Bronze Mounted.

The large and com|)lete line of Lunkenheinier high grade engineering specialties also includes
Water Columns, Gauges and other Boiler Mountings; Whistles and Ground Key Work in great
variety; Injectors and Ejectors; Lubricators and Lubricating De\'ices; Oil Pumps, Oil and Grease
Cups, Gasoline Engine Appliances, etc.

Your local dealer can furnish them; if not, write us.

A complete description of the entire line can be had by referring to Lunkenheinier No. 50
Catalogue. Write for a copy.

liis LUNKENHEIMER £2:

'■quality"

Largest Manufacturers of High Grade Engineering Specialties in the World

CINCINNATI, OHIO

NEW YORK CHICAGO BOSTON

iS-4b

19

Where One Venturi Answers Two Purposes

Drexel Institute in Philatielpliia
supplies its light, heat and the
power needed to operate the labora-
tory apparatus from its own power
plant.

A Venturi Boiler Feed Meter with
Type M Indicator- Recorder per-
forms the dual service of checking
the evaporation and furnishing an
instructive exercise in power plant
economy. The illustration shows a
group of students engaged in dem-
onstrating the great accuracy of
the Venturi by weighing the water
on platform scales and comparing
with the indications of the meter.

Venturi Boiler Feed Meters find
application in power plants, large
and small.

Students Testing Venturi Boiler Feed

Bulletin No, 68A is Yours for the Asking

Meter at Drexel Institute, Philadelphia

BUILDERS IRON FOUNDRY, "Builders of the Venturi," Providence, R. I.

NEW YORK

CHICAGO

SAN FRANCISCO

PORTLAND

SEATTLE

■iiiiiiiiiiiii!iiiiiiiiii;!iiii]iHiiiii]i!iiii:5i!iii!j5i:;fii:!i:ii6;j!iiiS!:i:!i:rj^

HisiiiiiiiiiijiEiiiiSJiiiaijin'ijiiiiiDii'a

Large

Direct-Current

Turbo-Generators

are now obtainable in any size and of the most
reliable and economical type.
The De Laval Multi-Stage Turbine runs at the correct speed
for high economy, and is of simple and reliable construction. It
drives a standard slow speed generator by means of the De Laval
s^vijj Reduction Gear. The efficiency of the gear is between 98% and
99%. its operation is smooth and without noise, shock or vibration,
and its life is practically unlimited.

The generator is a standard speed direct-current machine with

ample commutator and brush area, and of the ordinary construction

familiar to all operating men. It is entirely free from overheating of

the commutator, vibration, breaking down of insulation and other

troubles inherent in high speed direct -current machines.

De Laval Multi-Stage Turbines are built for all capacities

above 50 H.P., and for all steam conditions, such as high

pressure condensing and non-condensing, low pressure and

mixed flow service.

WRITE FOR CATALOG "D-58"

DE LAVAL Steam Turbine Co

Trenton, N. J

63-B.

20

DISCRIMINATING Engineers in all sections of the country choose BALL
ENGINES, because of their economj-, reliability, and all around faculty
of making good. ^ Investigate the special features of the Ball Non-releasing
Gear Corliss. It is not an ordinary four-valve engine. Our catalogue tells why.

BALL ENGINE COMPANY

ERIE, PA.

:BIIIIIII!l«llil«»ilHllBI

De La Vergne
Oil Engines

Type FH Oil Engine

Send for Bulletin No. 132

Have been developed over a period of
twenty years in the United States to
meet American conditions.

Heavy Mexican crude oil with sulphur up to
3/^% is the cheap American fuel.

Specially trained operating engineers are ex-
pensive. The De La Vergne engine has been
highly developed and will burn this cheap fuel
and operate with only ordinary attention.

We guarantee when operating at three-quar-
ters or full load a fuel consumption of one-half
pound (y5 of a gallon) per Brake Horse Power
Hour of any commercial fuel or crude oil pro-
duced in the United States or Mexico.

The economy, the ability to burn the heaviest
fuels and the simplicity of the De La Vergne en-
gine make it the ideal source of power for fac-
tory service, electric installations, ice plants and
isolated stations of every description.

We build engines from I2 to 8oo H. P.

As many as eight successive orders compris-
ing forty-two engines in ail, have been placed
by a single customer for his own use — proof
positive of satisfactory service.

De La Vergne Machine Company

1123 E. 138th Street New York City

21

■■I Ml I iiiiiii liny iiiiiii II ■iiiiii ill 1 1 II II in 1 i ■ nil iiiiiBim i iii » iidhhiiiiii iiiiiiii i ii i n iiiiiwiiiii »

III ■ ipi 1 1 IIIIIII III I

65 Years in the Pump Business

Has given us valuable experience in solving pumping problems of every kind. This
experience is at the disposal of engineers when planning equipment for any service.

As the largest manufacturer of pumps for every
purpose, we are in a unique position to be of assist-
ance to you.

We have issued for engineers a series of bulletins
giving complete data on all types of Goulds Power
Pumps.

Send for a complete set.

Goulds Gas Engine-driven Triplex Pump In the Manchester,
Mass.. city water works. This equipment reduced pumping
costs more than two-thirds over that with the equipment
previously used.

TU

LAK^JEMT IHIFl.o@lF

[MlF(§o©

W@m. E¥ERY gI^R¥I

78 W. FALL ST., SENECA FALLS, N. Y.

BRANCHES AND AGENCIES IN PRINCIPAL CITIES

AIR COMPRESSORS and QAS COMPRESSORS

EQUIPPED WITH

MESTA AUTOMATIC PLATE VALVES

(IVERSEN PATENT)

NO VALVE GEAR

NO ADJUSTMENTS

MESTA AUTOMATIC PLATE VALVES
(IVERSEN PATENT) MAKE POSSIBLE MUCH
HIGHER PISTON SPEEDS THAN WERE
HERETOFORE USED. THEY DO IT WITH
INCREASED ECONOMY AND RELIABILITY.

THE MESTA MACHINE COMPANY IS
EQUIPPING EXISTING COMPRESSORS OF
VARIOUS MAKES WITH AUTOMATIC PLATE
VALVES OR WITH NEW AIR HEADS CON-
TAINING THEM.

Write for Bulletin "iV"

MESTA MACHINE COMPANY

PITTSBURGH, PA., U. S. A.

WORKS: MESTA STATION, P. R. R., WEST HOMESTEAD, PA.

DESIGNERS AND BUILDERS OF

GAS AND STEAM ENGINES, ROLLING MILL MACHINERY, FORGING PRESSES. CONDENSERS

JtllHIIIIIffi

22

FULTON

Oil and Steam Engines

Are Backed by Our Reputation for Reliability
'* Sixty Years of Successful Manufacturing"

We build our machinery complete in our own plant. Long ex-
perience has demonstrated the proper materials to be used in our
castings and our workmanship is of the highest class.

Fulton=Tosi Oil Engines, Diesel Type

Fulton=Corliss, Medium and High Speed Engines

Write for Oil Engine Bulletin "yl."

FULTON IRON WORKS

1259 Delaware

ST. LOUIS, MO.

Three Basket Type — Showing Outlet
and One Basket Rr-moverl.

(1) Pressures are high (2) Sudden overloads occur

(3) Loads are higher

(4) Plants require a constant supply of cooling water

(5) Tubes become scaled more rapidly

These conditions demand a greater insurance for safety, high econom\-,
and continuous operation.

For continuous operation at full rating condensers must have a constant
supply of cooling water. A Lagonda Multiple Water Strainer placed in
your water supply main will collect all foreign matter, such as sticks, ice,
leaves, etc., where they can be quickly and easily removed, and prevent their
clogging the condensers and pumps.

The Lagonda Cut-Off Valve automatically cuts out boilers in which a
tube has ruptured or drawn, and thus prevents the spreading of the disturb-
ance to the remainder of the plant. It also cuts out the boiler in case of a
header rupture or troubles beyond the boiler. It automatically cuts boilers
into the line when at the proper pressure and absolutely prevents the turning
of steam into a cold boiler when it is down for cleaning or repairs.

Weinland Tube Cleaners are made for all conditions and drives. They

are simple, durable, easily and quickly repaired.

Write for our Bulletins

.^^W-

)

lQui>.k Re; air Il-ad. W .

W>WK,
BOSrOK PMTLADCLPMIA.

»T LOUIS. cHKjtca ocmcft

DALLAS.
SANFTUNOSm

nUJL MOHTHUL LONDON

NOWADAYS

I

23

THE NASH ENGINE

years tHe leader
in Vertical Gas
Engine Desig'n

Specially adapted for

Electric Generation
Water Works

and high grade
Power Plants

National Meter Company

CHICAGO

NEW YORK

BOSTON

HAMILTON CORLISS

Horizontal Crank and Fly Wheel Pumping Engines

are particularly designed for hard service and long life and the valves are arranged in the
annealed steel casting decks in such manner that the flow of water is not deflected
in all directions, as is necessarily the case when the bee-hive or cage system is used.

Hamilton Corliss Engines are the most economical steam operated prime movers known

and are sold on their operating record.

Send for Bulletin "F"

THE HOOVEN, OWENS, RENTSCHLER CO.

HAMILTON, OHIO, U. S. A.

h 111 III HI III HI ■ I in II 1 1 HI II nil

24

THE GARVIN MACHINE COMPANY

Manufacturers of

MILLING MACHINES

Numerous Styles and Sizes

SCREW MACHINES

MONITOR LATHES

FORMING MACHINES

CAM CUTTING

MACHINES

TAPPING MACHINES

SLOTTING MACHINES

DRILL PRESSES

CUTTER GRINDERS

DUPLEX HORIZONTAL

DRILLS

HAND LATHES

SPRING COILERS

and

SPECIAL MACHINERY

GARVIN No. 2-A Universal Milling Machine

Autoniatic Feeds in All Directions

Adjustments; 25 x 8 x iS in. Use Code — Animus

OFFICE AND WORKS
137 VARICK ST.
NEW YORK CITY

Visitors Welcome

iiaiiiiiNiiaiiininiBiiiiiiiiBiiiniiiBiiii^^^^^

iiiiiiiiii iiiiiiiii III III ii iiini iiiiuiiniiiiiiinniif 11 initiniiiiiMniii''i

The Best Steel

obtainable might be made into wire which
would be too hard and brittle to make a good
wire rope.

Or the wire might be of a qu:iHt>- that
would stand all tests and yet make a poor rope,
because of lack of care and skill in stranding,
or because of an improper design.

The good rope, the kind which wears well
and gives satisfactory service, is made from
wire of uniform quality, stranded together in a
workmanlike manner in accordance with de-

signs, planned in the light of experience in
manufacture and close study of the operation
of wire rope in use.

The rope that bears the above trade mark
is known wherever wire rope is used as one
which wears well and gives the best service of
which wre rope is capable.

Such a reputation is not an accident but
the natural result of a thorough appreciation of
what must be done to make a good rope, and
the necessary facilities for doing it.

John A. Roebling's Sons Co., Trenton, N. J.

25

Endless Cable Mine Car Hauls and Retarders

FAIRMONT Endless Cable Car Haul

Three cars per minute
on a 13.26% pitch of slope
are hauled by the Marion
Gas Coal Company on
their Fairmont Car Haul
shown herewith. This Car
Haul is 450 feet from
center to center of sheaves
and all the equipment is on
top of the ground. Almost
entirely automatic. The
dumper can stop and start
haul at will, and be.«ides
the dumper there is only
one other man required
— at foot of the haul lo
uncouple cars.

In Use For
Five Years

During this time the 900
foot rope has not stretched
enough to make respacing
of the dogs and blocks
necessary. An automatic

spring take-up at the foot
of the haul has taken up
all the slack, which, in
this case amounted to
about 18 inches. Sheaves
of large diameter bring
the wear on rope down to
a minimum.

Safety
Assured

Even on the steepest in-
cUne. An enclosed Guide-
way, built of steel angles
and channel runs the full
length of slope and around
the sheaves. Double
finger automatic dogs and
transmission blocks are
spaced on the rope at in-
tervals to engage the
pockets in the sheaves.
The dogs and blocks can-
not got out of guideway.

If you are interested in larger hauling capacity with fewer men and at lower cost, you should know more about the Fairmont System.

Write Us Today

FAIRMONT MINING MACHINERY CO., FAIRMONT, W. VA.

MODEL 280, Single Range
Portable Voltmeter.

(One-quarter Size.)

MODEL 280/TrlpIe Range
Portable Volt-Ammeter.

(One-ou.irrrr Size.)

WESTON

Miniature Precision Instruments
for Direct Current

A new group of very small Indicating Instruments
COMPACT — ACCURATE — DURABLE— BEAUTIFUL

PORTABLE
Voltmeters, Millivoltmeters, Volt-Ammeters, Ammeters, Mil-
Ammeters, are supplied in single, double and tririle rangus.

The triple range volt-ammeter comprising six instruments in

one. This sroup aI?o includes BATTERY TESTERS.

SWITCHBOARD
Voltmeters Volt = Ammeters Ammeters Mi I -Ammeters

This new line of instruments represents the latest development of the
pivoted moving coil, permanent magnet type for low ranges.

The refinement of design and mechanical work in them has been carried
to a degree which would appear to be almost impossible of accomplishment,
if the results were not evident in the instruments themselves.
They embody characteristics which have made the well known Weston

Standards famous throughout the world.
They are accurate, dead beat and extremely sensitive.

They may be left continuously in circuit at full load without injury and are
shielded against the external electrical and magnetic infiuences of
other apparatus in their vicinity.
They are substantially constructed and may be safely sent long distances
through the mails and will withstand an extraordinary amount of vibration without injury.
They have the longest scale ever provided in instruments with equal length of pointer.
Each model has been thoroughly tested under the most severe conditions of service and in experiments extending over more

than one year.
The portable instruments may be conveniently carried in the coat pocket.
The prices have been established upon so low a scale that any one may possess one or more of these remarkable instruments

at moderate cost.
If you cannot obtain the instruments desired from your dealer, write us.

The several models and ranges offer a selection from over 300 different combinations, listed in Bulletin No. 8. Will be
mailed upon request.

WESTON ELECTRICAL INSTRUMENT COMPANY, ^'"SEwTR"K"''N^r''"

MODEL 267, Switchboard
Ammeter.

(One-quarter Size)

MODEL 268, Switchboard
Volt-Atnnieter. Reads

Amperes. Press Button for
Volts. (One-quarler Stze.)

Stanley Brnwn. IH Liberty St., New

YorkCiiy.
Badt-W'estburg Elec. Co.. 832 Mo-

nadnock block, Chicago. IlL

F. E. Gilbert. 303-4 Hale Bldg.. 1326

■ Chestnut Street, Philadelphia, Pa.

Geo. H. Moscman, 176 Federal St.,

Boston. ^LLSs.

Mlltnn MI!!, 915 Olive St.. St.

Loul3. Mo.
B. K. Sweeney Electrical Co.. 2910

Huron St., Denver, Colo.
Frank E. Smith. 6S2 Mission St..

San Fruncl=;co. Cal.
S. C. Dinsmore. 1933 Dime Bank

Eld^.. DciD'it, Mich.

WnUer P. Ambos Co.. 1729 East 12th

.St.. Cleveland. Ohio.
A. H. Winter Joyner, Ltd., 76 Bay

St., Toronto, Canada.
Weston Instrument Co., Ltd., Ge-

neststras.se 5. Schoneberg. Berlin. Caigary'

Germany. Weston

R. Petest. 415 Fourth Nafl Bank
Bldg., Atlanta. Ga.

Edwin Wortham. Suite 2S, Allison
Building. Sih St., & Main St..
Richmond, Va.

Montreal -^

WinrioeK I

Vancouver f Nortftffm Elocfnc Compa/ry

Electrical Instrument Co.,
Audrey House, Ely Place, Hol-
born. L'nidi'ii. E. C.

26

Reduce Costs and Promote Factory Efficiency

Shaw F. T. Electric Monorail System

The Shaw "F-T" Electric
Monorail System is DIF-
FERENT.

TIk term "F-T" signifies llic
FIXED TONGUE in the track
switch — no moving part — noth-
ing to set — no open ends.

These distinctive features of
tlie Shaw Monorail System es-
tablish thr SAFETY and EF-
FICIENCY of the overhead
monorail for Factory Trans-
portation.

SAFETY— Owing to the ab-
sence of any open ends in the
track system, derailments are
impossible and no "safety ap-
pliances" arc required.

EFFICIENCY— Xo time is
lost at the switches — the Shaw
Monorail Hoist is "dirigible"
and runs through the switches
without stopping — the operator
in the cab controls the route
as well as the hoisting and
travel motions.

Heretofore the weak point
in the Overhead Monorail has
lieen the track switch, but with
the Shaw System the Track
Switch is an advantage instead
'■f a draw-back.

The Shaw "F-T' ' Monorail
Hoist is built with the ordinary
single lift or with double
lift for handling long material;
also for Grab Bucket opera-
tion.

Send for Our Illustrated Bulletin 73-B

MANNING, MAXWELL & MOORE, Inc.

General Offices, 119 W. 40th St., New York. N. Y.

Shaw Crane Works: Muskegon, Mich.

Ml

^3

Chicago. III.
Cincinnati, Ohio
Cleveland, Ohio
Detroit, Mich

I III III mil iiiiiniiiiiiiiiii iiiiiniiiiui iiiiiiiiiiiiiiiiiiiiiiwiiiiiiiiiiiM

BRAN'CH SALES OFFICES:
Boston, Mass.
Buffalo. N. Y.
Milwaukee, Wis.
New Haven, Conn

Philadelphia. Pa.
Pittsburg, Pa.
St. Louis. Mo.
San Francisco, Cal.

n [i iiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiii.

.H.

Accurate Knowledge of Boiler
Performance of Incalculable Value

u

rail-

W

riiL COCHRANE METERING HEATER is a Cochrane
Open Feed Water Heater, in which a V-notch weir is incor-
porated. It therefore both meters the water fed to the boiler,
,ind gives in addition all the advantages of a first-class open-feed
water heater. By reason of the incorporation of the weir within the
heater structure, water can be measured accurately at any tempera-
ture, or under any back pressure, and the combined unit occupies less
space and has fewer parts, regulating valves, etc., than would be, in-
volved in a separate meter and heater installation.

Cochrane Metering Heaters are supplied for engines e.xhausting against back
pressure or free to atmosphere, and also with the Cochrane Steam-Stack and Cut-
Out Valve, for purifying exhaust steam passing to heating or drying sy.stcms,
low pressure turbines, etc.

Cochrane Metering Hot Wells and Cochrane Independent Meters are in-
stalled under our patents in connection with open or closed feed water heat-
ers already installed, or to meter the discharge of condenser air pumps, etc.

Accuracy guaranteed within i}2% of absolute weight.

Send for pamphlets "Precision in the Measurement of Water'
and "Hot \Vater Meters and Their Practical Applications.'

HARRISON SAFETY BOILER WORKS

3199 N. 17th STREET

PHILADELPHIA, PA.

27

I III II II II II III III III I II II I II III II II II II II II II I I II II II II III III III I II III II nil ■

Reducing the Pay-Roil—
improving the Product-
increasing the Capacity—

are the three most important accomplishments of a
Conveyer System.

In these days of manufacturing retrenchment, archi-
tects and engineers are alive to the necessity of pro-
viding the best and simplest means for reducing time
and labor in manufacturing processes. Development
in gravity and power conveying devices have attracted
wide and interested attention, and all promoters of
industrial projects are giving the subject thorough
investigation.

Be prepared to specify the best types of mechanical
handling machinery by securing literature illustrating
and describing the Mathews line of Standard Equip-
ment—the oldest and best known in America.

GRAVITY ROLLER CONVEYERS

GRAVITY WHEEL CONVEYERS

AUTOMATIC ELEVATORS

GRAVITY ROLLER SPIRALS

GRAVITY SPIRAL CHUTES

POWER PALLET CONVEYERS, Etc.

[ATTENTION OF MECHANICAL ENGINEERS |
Cut out this coupon, attach it to your letter head (
and we will rnail our full set of catalogs and bulle- (
tins Illustrating and describing the Mathews line)
of Standard Equipment, consisting of Gravity)
Conveyers, Automatic Elevators, Gravity Roller \
Spirals, Gravity Spiral Chutes, etc. Sooner or \
later you will have use for the information given (
in our literature. }

Mathews Gravity Roller Carriers and Steel Chutes in a Biscuit Factory

We have branch offices in all leading American cities with com-
petent engineers in charge. Personal assistance given to architects
and engineers in working out handling systems for their clients.
We make no charge for this service.

Main Office and Factory

EllwoodCity,Pa.

Branch Factories;
TORONTO, ONT.
LONDON. ENG

M«.i:ro:\-ii]

III II II I I III III II

<^^^

III III III III III III II II 1 1

1 1 II I II 1 1 1

I I I I I I I I I I I II I II I I III I III I III III III IE

I ih Ji III III II II III III III III mil III II I II II II III II II III III II III III III III II II Mill II III III III mil II iiyk

Do You Know

Your

Temperatures?

If temperature enters
into your manufacturing
processes, jou should use

TAGLIABUE

Hohmann-type
THERMOMETERS

They will always indi-
cate your temperatures
accurately; they are
built to withstand the
most severe strains ; they
are made to fit your
special purpose. Made
with any scale, of special
stem materials, and with
particular connections
for particular applica-
tions.

Send for our Codex

ClxT.TAGLIABUE MFG.CO?:!-

TEMPERATURE ENGINEERS
18 to 88 Thirty-third St. Brooklyn, N. Y.

JiJ

I I

Water as hot as
exhaust steam — cost of
upkeep less than you'd expect
for the National

Direct-Contact
FEED WATER HEATER

has upward filtration. The filter

material lasts longer — it cannot

be carried to the pump.

Catalog No. 2

The National Pipe Bending Co.

New Haven, Conn. ^^-67

28

FORTUNA

Portable Electric Drills

Why Not For You?

Over 25 years of actual field experience
in economically handling Coal and Ashes
for others, is our bid for your confidence.

JEFFREY
STANDARD Equipments

can be applied to all types and sizes of power

Plants.

Sold for Bulletin 32-B

JEFFREY MFG. CO., Columbus, 0.

FOR

Drilling, Reaming and Tapping

HAND AND BREAST DRILLS
HEAVY SERVICE DRILLS

Ventilated and Watertight

Fortuna Machine Company

127 Duane St.

NEW YORK I

rng ■ r "siiia aa ii ni ■iiuiiiiiii ii

HELICAL GEARS

are eeneratecl on the Gear
Shaper on the same princi-
ple as spurs and internals.
In either case a ground,
generating cutter is used,
which produces extremely
accurate gears at low cost.

You are probably familiar
with the spur machine.
Write for circular descrip-
tive of the Helical Gear
Shaper.

THE FELLOWS GEAR SHAPER CO.

Springfield, Vt.

Yes, they LOOK
about alike while
they're running
but they don't
SOUND alike

HOIIDB I I III I II I 1 I

The QUIET drive looks like this
when it's not running. The
pinion, you see, is New Process

Every high speed
metal gear drive
should include a New
Process Pinion to do
away with the metal-
he noises, to prevent
destructive vibration
and to prolong life of
the intermeshing gear
teeth.

Ask for our book
"Noiseless Gear
Driving" and if you
want advice on gear
problems, our en-
gineers will help you
without charge.

NEW PROCESS IS TO ALL OTHER B4WH10E AS STEEL IS TO IRON

Wimr

*Si

11^

M CORPQRATIO

SYRACUSE. N.Y

CANADIAN AGENTS: Robert Gardner & Son. Ltd., Montreal &s

29

Loss in Efficiency

usually more than offsets any attempted
economy in equipment. This is par-
ticularly true of the contractor and his
hoists, derricks, blocks and cables: —
because the speed of the whole job
hinges on them.

Hoisting Equipment of

CLYDE GRADE cost no more
than other first-class equipment
but is worth more because its
quahty is always dependable.

Send for Catalog 33 and see
the line!

~^^o\ill find a Repeat-
fflaprdGr built into ever
1 Hoist of ClvdeGra

One of the numerous types of

o. s.

LOCOMOTIVE

CRANES

Cl-^*^DE. IRON \V^ORK.>S

MANUFACTURIRS../ CLYDE-GRADE HOIiTINO MACHINERY

Duluth. Minnesota U.S.A.

Our new type of 30- ton crane with special
equipment of pile driver leads is so arranged
that the boom may be replaced by horizontal trusses
carr>'ing steel collapsible leaders. When these pile driver
leaders are lowered to the horizontal position crane is in
standard clearance of 15 feet.

With the efficient system of outriggers provided the
crane makes a very serviceable wrecker having capacity
of 60 tons at short radii. Complete locomotive and
freight car air brake equipment is supplied.

Bulletin No. describes many other types

Orton & Steinbrenner Co.

Miin Office ( HIC\00, ILL

SPRAGUE. ELECTRIC

HOISTS

Capacities from 1-2 to O Tons
Direct and A.Iternating Current

&'

,: ^ f^:,-..? .- .

Complete information upon request

Ask for Pamphlet No. 90560

SD -n A r^ Jl TT ELECTRIC
IT rv. xTLVjt \J ML^ -works

OF GENERAL ELECTRIC COMPANY

Main Offices: 527-531 West 34th Street
NEW YORK, N. Y.

Branch Offices in Principal Cities

6-Arm Friction Clutch Coupllag

FALLS Transmission Machinery is the result
of a generation of technical research for ob-
taining proper efificiency. Falls Clutches are
dependable with minimum frictional losses.

Full and complete line of
Bearings, Couplings, Head Shaft Hangers,
Floor Stands, Base Plates, Etc.,

Designed for service and durability.

Our Engineers are specialists on equipments for the
economical distribution of power, and are always at your
service.

FALLS CLUTCH & MACHINERY COMPANY

CUYAHOGA FALLS, OHIO

(Branches)

NEW YORK CITY BOSTON. MASS. CINCINNATI. O.

206 Fulton St. 54 Purchase St. 208 Elm St.

30

C. H. Wheeler Condensers

We guarantee our apparatus to maintain a vacuum as close to

absolute as Is commercially possible, and with the

lowest operating and maintenance cost.

The C. H. WHEELER "High Efficiency" System
of Steam Auxiliaries includes :

C. H. WHEELER High Transmission Surface Condensers,

C. H. WHEELER Counter Current Central Barometric; an1 High
Vacuum Low Level Jet Condensers.

C. H. WHEELER-PRATT "ROTREX" Patent Vacuum Pumps.

C. H. WHEELER-MULLAN Patent Vacuum Pumps.

C. H. WHEELER-THYSSEN Hydraulic Entrainment Type High-
Speed Vacuum Pumps.

C. H. WHEELER IMPROVED Rotative Dry Vacuum Pumps.

C. H. WHEELER Centrifugal Pumping Machinery, all capacities.
Belt, Engine, Turbine or Motor driven.

C. H. WHEELER-PRATT Water Cooling Apparatus, Forced and
Natural Draft designs. Sold on efficiency, durability and low
maintenance guarantees.

C. H. WHEELER Improved Closed Feed Water Heaters for primary
or auxiliary service.

C. H. WHEELER Vertical Enclosed Self-Lubricating Engines.

C. H. WHEELER Atmospheric Exhaust Valves.

Multiflex Automatic ReUef Valves.

Expansion Joints.

" Everything but the Turbine "

C. H. WHEELER MANUFACTURING CO.

PHIUDELPHIA, PENNA,

New York Pittaburgh
Boston Cleveland

BRANCHES

Chicago San Francisco
Cincinnati Charlotte

New Orleans
Honolulu T. H

n t\ n

N M

Reliable

Efficient

ALLIANCE

Slab Charging Machines

A most satisfactory machine for charging
and drawing slabs from 15 to 20 tons. Equip-
! ped with a vertical lifting motion and an end
gripping device.

PITTSBURG y^f /.'/i:,/ /lanilirdiumt^ /A,- Hirltlj /an/ctf Cmna NEW VOBK

r I i <r*r Ai,i/iA,^CE, OHIO, . ^

SlIlllUBLIIIIIIBIUilllUIIU^^^^^^^^

K^t <*"

1

^I^^^H^H

wS&^^^^j

L-T^^'^

..J

You are always sure of

"finish" on

Doehier Die-Castings

Aluminum and white metal alloy die-castings come from the moulds with a
beautiful, smooth finish, sufAcient for almost all uses without machining.
If desired, parts may be buffed, polished or plated.

The first sample from the die. made exactly to your specifications to the
thousandth part of an inch, is submitted for your o.k. We guarantee to deliver
exact duplicates of this sample when approved, in any quantity — one hundred
or one million All will be exactly alike.

Give us a trial. Our large plant and able Engineering Department and a
large force of skilled die makers are at your service. You will be surprised at
our prompt deliveries

IiE^^ iB^^^nsi &

COURT a NINTH STS.

IP)) ms io)

BROOKLYN, N.Y.

Western Plant: E. Woodruff & N. 12tli Sts., Toledo. Ohio.

TEXACO LUBRICANTS

Whether }ou use, make, or sell power, you
must employ lubricants.

The care with which you select them influences
the efficiency of your plant.
The care with which we have selected the
Texaco Lubricant most suited to each pur-
pose insures the utmost in lubricating efficiency
to the consumer.

We have customers operating plants of all
sizes and every description, who are dail}' at-
testing to the advisability of buying oils
under the Texaco Red Star Green "T" trade-
mark.
Investigate. It will benefit us both.

The Texas Company

Houston New York

Department M. E., 17 Battery Place, New York

Branch Offices:
Boston Chicago Atlanta Dallas Pueblo

Philadelphia Norfolk New Orleans El Paso Tulsa

31

Brown Pyrometers

Are used for measuring temperatures
from— 200° to +3600° Fahrenheit.
Over 4000 Brown Electric Pyrometers
are in general service, under the
most severe conditions. Our 56-page
Catalogue would interest you

THE BROWN INSTRUMENT CO.

PHILADELPHIA, PA.

NEW YORK PITTSBURGH CHICAQO

SHEDITE

Waterproof and Steamproof Belting. For
every drive where it's damp or steamy

AN oak tannud belt of highest quaUty, with all
the good points of such belting and, in addi-
■ tion, the special value of being absolutely
impervious to moisture or steam. It will give the
same perfect service on drives in wet places that
our Cocheco Belting will give in dry places.

Shedite is not an experiment, an uncertainty. It
has been tested out for a number of years and we
know of no single instance where it has failed; to
the contrary, we have scores of highly compliment-
ary letters from present users, copies of which we
will be glad to furnish on request.
May we quote you ?

I. B. Williams & Sons

DOVER, N. H.

'2 Mumy St
New \ork

14 15 N Fnnk'in =t
Chicago ni

I" '^ummer'^t
Boston, Mass

One of the largest collections of
engineering literature in the world is
the Engineering Library in the En-
gineering Societies Building, 29 West
39th Street, New York.

It comprises 65,000 volumes, in-
cluding many rare and valuable refer-
ence works not readily accessible else-
where. Over 700 technical journals
and magazines are regularly received,
including every important engineer-
ing journal in the world in the me-
chanical, electrical and mining fields.

The library is open from 9 a.m. to
9 p.m., with trained librarians in con-
stant attendance. Its resources are
at the service of the engineering and
scientific public.

High

Quality

Attractive
Prices

Prompt
Service

Our 22 years' experience in the pro-
duction of die-cast parts has made Frank-
lin castings standard for quality.

Our improved methods of production
make competition by even the best-
equipped machine shop impossible.

Our facilities for prompt service mean
much to the users of die-castings.

Write for Booklet "D."

Franklin Manufacturing Company

404 South Geddes Street, Syracube, N Y

I II nil I I I I I I I II II 1 Hill III III ■

32

ELECTRIC & HAND POWER CRANES, PORTABLE ELECTRIC & MONORAIL HOISTS

ALFRED BOX & CO., Philadelphia, pa.

SiiMiiiiiiii«!ii»iiiiiiiiiiiiiiiii«iii»iii«^^^^ I iiiiifiBHjjiiiiuii III 111 I iiiBniiiiniiummwn'

O. K. SPEED REDUCING TRANSMISSIONS

G/VE RESULTS WHERE OTHER DRIVES FAIL

DESIGNED FOR HEAVY DUTY AND CONTINUOUS SERVICE
A HIGHLY EFFICIENT PLANETARY TRANSMISSION

O. K.
Send

REDUCERS
for Bulletin No. 4

The above cut represents seven Model B Speed Reducing Outfits: ratio. 25.6:1; Direct
connected to General Electric Motors, 5 H.P., 1 140 R. P. M., giving a driven speed of
45 R. P. M. Motors and reducers are mounted on cast Iron bedplates. The above
' ^^ outfits operate feed driers In a large cereal plant.

ARE MADE IN RATIOS AS HIGH AS 1600:1 OR MORE. INVESTIGATE BEFORE DECIDING ON YOUR

PLANT EQUIPMENT

D. O. JAMES MFG. CO., 1122 W. Monroe Street, Chicago

THE A. & F. BROWN CO.

ENGINEERS, FOUNDERS, MACHINISTS AND MILLWRIGHTS

POWER TRANSMISSION MACHINERY

DESIGNED, FURNISHED AND ERECTED

Friction Clutch Pulleys
and Couplings

SPECIAL MACHINERY

IRON CASTINGS

Gears of all kinds
and sizes

WORKS: ELIZABETHPORT
NEW JERSEY

SALES ROOM: 79 BARCLAY ST.
NEW YORK CITY

Over
50,000
miles
in use

Continuous Rail Joint

\\ ebcr Rail Joint

s The Rail Joint Company

^ GENERAL OFFICES: 185 Madison Avenue, New York City

Makers of Base-Supported Rail Joints for Standard and Special
Rail Sections, also Girder, Step or Compromise, Frog and Switch,
and Insulated Rail Joints, protected by Patents.

Highest Awards— Paris, 1900; Buffalo, 1901; St. Louis, 1904.

^1 III I I I Hi II I I iiiti III III uiu I ■■ mu a ii ii ii i i i u i

Rolled

from

Best Quality

Steel

W'olhaupter Rail Joint

Catalog: at Agencies

Boston, Mass.
(-hicago, 111.
Denver, Colo.
Philadelphia, Pa.
Pittsburgh, Pa.
Portland, Ore.
St. Louis, Mo.
Troy, N. Y.

India Bldg.

Railway Exchange Bldg.

Equitable Bldg.

Pennsylvania Bldg.

Oliver Bldg.

Wilcox Bldg.

Commonwealth Trust Bldg,

Burden Avenue

Montreal, Can.
London, E. C„ Eng.

U U lilH Ullilli lii H

Board of Trade Bldg.

36 New Broad St,

33

*ieeJa

Set Back andpnimTrnQ

LockedWheeluUUIllLnO

are absolutely reliable instruments for the recording of
output from machines.

In their design special attention has been given to mailing an
instrument which will operate with the greatest ease. They are fur-
nished with the following forms of driving mechanism: Revolution,
Direct Drive and Rotary Ratchet.

Complete catalogues showing over 25 different
styles of counters mailed free upon request

THE VEEDER MFG. CO., Hartford, Conn.

16 Sargeant St.

Makers oj Cyclometers, Odometers, Tachometers, Tachodomelers. Counters
and Small Die Castings

(Cut Hall size)

The " Setback Counter," illustrated above, is
suitable for use in counting separate lots of work on
Punch Presses, Printing Presses, Looms, Stamping
Machines, Duplicators, Addressographs, Mimeo-
graphs, Coil Winders, Pumps, Engines, Screw
Machines, Type Setting Machinerjs or on any
machines on which an accurate record of parts made
is desired.

Auburn Ball Thrust Bearings

Reduce Wear and Tear, and Stop Lost Motion. Write today about your
dlfflcultles or send for Bulletin No. 12.

Washers, Races, Discs and Rings

of tool ateel, hardened and ground, made to customer's speciflcatlona. Our excel-
lent {acuities Insure high grade work . Send blue-print s ol sizes today lor Quotation .

Steel, Brass
and

Bronze Balls

tMS

Auburn Ball Bearing Co., 20 Elizabeth St., Rochester, N. Y.

■■■■I ■■■■■■■■■■■■■■■iiii II n I i I I I r

■■■■■■■■■■■■■■■■■■■III I I I II I I I II 111 ■■■ I III 11 I I II II I I g I Hill ID I 11 ■ 11 IIII I D I HI,

CENTRIFUGAL PUMPING MACHINERY

Morris Machine Works

Baldwinsville, N. Y.

HENION & HUBBELL, Agents
217-221 iN. Jefferson St., Chicago, IQ.

H. A. PAINE, Agent
Houston, Tex.

HARRIS PUMP & SUPPLY CO., Agents
Pittsburgh, Pa.

Charlotte, N. C

R. D. WOOD & CO.

New York Office,
39-41 Cortlandt Street

ENGINEERS
IRON FOUNDERS
MACHINISTS

PHILADELPHIA, PA.

BUILDERS OF Gas Holders, Single and Multiple Lift; Gas
Plants; Gas Producer Power Plants; Hydraulic Presses and
Heavy Hydraulic Machinery; Pumping Engines, Centrifugb..
Pumping Plants; Water Works Appliances; Steel Tanks; Sugar
House Apparatus ; Heavy Special Machinery ; Theisen Washers.

MANUFACTURERS OF C. I. Pipe, Gas Works Apparatus,
Centrifugal Pumps, Hydraulic Tools of all description, Hydrants
and Valves, Gas Producers.

34

^"^ BUILT BV ^O"

E.KEELER CO.

U.S. A

KST.Vlil.l.SIIEU isi;i
New York Rochester

Philadelphia

Cleveland

Dallas

Pittsburgh

Chicago

San Francisco

Keeler Cross Drum Type

■yHE Cross Drum Boiler was designed to meet
the demand for a liigh-grade water tube
boiler that could be installed in office buildings,
school houses, apartment houses, hotels and
boiler rooms generally where ceiling height is
limited or where the boiler must be introduced
through restricted openings.

The boiler is shipped knocked down, and can
be assembled without riveting, is of all wrought
steel construction, and is built in units of from
sixty to six hundred horse power.

In use by U. S. Government.

Ask for our new illustrated catalogue

Green Chain Grate Stokers

For Water Tube and Tubular Boilers

GREEN ENGINEERING CO.

Stager Building Chicago, 111.

Catalogue " G " — Green Chain Grate Stokers for free burning bituminous coals.
Catalogue "L" — Green Chain Grate Stokers for coking coals.
Catalogue No. 8 — GECO Pneumatic Ash Handling Systems.

Sent on application

no II I 1 1 H I I

II I I D I I ■ ■

THE BABCOCK & WILCOX COMPANY

85 LIBERTY STREET, NEW YORK

WATER TUBE STEAM BOILERS

STEAM SUPERHEATERS

MECHANICAL STOKERS

Works: BARBERTON, OHIO BAYONNE, N.J.

BRANCH OFFICES

BOSTON. 35 Fediral St.

PITTSBURGH. Farmers Deposit Bank BIdg.

SALT LAKE CITY, 313 Atlas Block

CLEVELAND. New England Bldg.

LOS ANGELES, American Bank Bldg.

PHILADELPHIA. North American Bldg.
NEW ORLEANS. Shubert Arcade
CHICAGO. Marquette Bldg.
PORTLAND, ORE.. Wells-Fargo Bldg.
SEATTLE, Mutual Life Bldg.

SAN FRANCISCO, 99 First Street
DENVER. 435 Seventeentli Street
ATLANTA. Candler Bldg.
HAVANA. CUBA, 116J CaUe de la Habana
CINCINNATI. Traction Bldg.

I mil III II

POP SAFETY VALVES, RELIEF VALVES
PRESSURE AND VACUUM GAGES

OF BOTH REGISTERING AND RECORDING STYLES

All of a superior quality and guaranteed to give greatest efficiency, dur-
ability and perfect satisfaction. Backed by a reputation secured in 42 years of
successful business.

Complete Catalogue mailed upon request.

THE ASHTON VALVE CO.

Established 1871

271 Franklin St., BOSTON, MASS.

128 Liberty St., NEW YORK 174 N. Market St., CHICAGO

35

■'III III ■■■■■■■lyminiiu

iiiiiiii II iin I

■I III liiniiiiiiiiiiiiiiigii III I

Oil-Burning BECO

STANDARD SIZES 300 to 600 B. H. P.

A Model of Simplicity

Free from all valves with exception of a small
fuel needle \alve, which uncovers an opening
into the cylinder of less than l/g of an inch in
diameter. Operates on the Diesel principle.

Guaranteed fuel consumption not in excess of
~}o gallons of crude or refuse oil per lOO B.
H."P. hours.

Let us send you descriptive matter cover-
ing details of construction and operation.

HERBERT B. RUST, Sales Agent

14-22 Peck St., Providence, R. I.
THE BROWN ENGINE CO., Fitchburg, Mass.

.iiiiii ID! mil null IK inii

iiiia II Di nn n ii ■■ iii n ■n iiiiiiiiinii ■

III I II I in

DISTRIBUTION VALVES and SUPERHEATED STEAM

Always the greatest knowledge and skill are exercised in Designing an Engine in order to
secure the most Efficient and Economical use of the Steam. Do not, therefore, Overlook
the Importance of Frictionless, Steam-Tight Distribution Valves which remain Steam-
Tight and Frictionless.

To say the least, it is not wise to use poorly balanced, leaky valves on an Engine which
has otherwise had knowledge and skill applied in its designing.

Put it up to Valve Specialists.

AMERICAN BALANCE VALVE CO., Jersey Shore,

PENNA.
U.S.A.

'1)111 III I 111 nn II I in I DI
mi iiiDiiiiiiii 111 III iiHi III

VALVE SPECIALISTS SINCE 1890

III III I mil null I mill I iiiiiiiiii II I
III II I u 1 1 Din I I I I II 1 II I I

THE ART OF CUTTING METALS

By FRED W. TAYLOR, Sc.D.

The most complete and thorough treatise yet pubhshed on this subject with chapters on :

Action of Tool and its Wear in Cutting Metals How Long Should a Tool Run Before Regrinding

How Modern High-Speed Tools Wear Effect of Feed and Depth of Cut on Cutting Speed

How to Make and Record Experiments Tool Steel and its Treatment

Lip and Clearance Angle of Tools Theory of Hardening Steel

Forging and Grinding Tools Quality of Metal to be Cut

Pressure of the Chip upon the Tool Line or Curve of Cutting Edge

Cooling the Tool with a Heavy Stream of Water Slide Rules

Chatter of Tools Additional Experiments and Investigations

2d Edition — without discussion (cloth) $3.00

3d " —with " " 3.50

3d " — " " (half-morocco) 4.50

PAGES 350 FOLDERS 24

THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS

29 WEST 39th STREET, NEW YORK

36

PROFESSIONAL CARDS j

'

HOOPER-FALKENAU ENGINEERING CO.

Industrial Engineers and Architects
Woolworth Building, NEW YORK CITY

ELECTRICAL TESTING LABOR.\TORIES, Inc.
Electrical and Mechanical Laboratories

Tests of Electrical Machinery, Apparatus and Supplies. |
Materials of Construction, Coal, Paper, etc. Inspection •
of Material and Apparatus at Manufactories.

80th Street and East End Avenue, NEW YORK CITY

THE ARNOLD COMPANY

Engineers— Constructors
Electrical— Civil— Mechanical

105 South La Salle Street, CHICAGO

ELLIOTT H. WHITLOCK, Member A. S. M. E.
Consulting Engineer Carbon Expert i
Efficiency Management t
1506 W. Il2th Street, CLEVELAND, 0.

EUROPE

ARTHUR E. ZUMPE

of the firm of BRIESEN & ZUMPE

Patent Attorneys

87 Nassau Street New York, N. Y.
is going abroad. Will entertain any proposition where
business and patent serv-ices are required. The highest
references. All conferences, etc., confidential.

CHAS. T. MAIN, Member A. S. M. E.

Mill Engineer and Architect

201 Devonshire Street. BOSTON, MASS.

CHAS. H. MANNING, Member A. S. M. E.
CHAS. B. MANNING.
Consulting Engineers

886 Elm Street, MANCHESTER, N. H.

BERT. L. BALDWIN & CO.
B. L. Baldwin, G. W. Simpkinson, Members A.S.M.E.

Plans, Specifications and Superintendence of Manufac-
turing Buildings, Plants and Equipments of same.
Perin Building, CINCINNATI, OHIO

ENGINEERING SCHOOLS AND COLLEGES |

NEW YORK UNIVERSITY SCHOOL OF APPLIED
SCIENCE

Department of Civil, Mechanical and Chemical En-
gineering.

For announcements or information, address
CHARLES HENRY SNOW, Dean, University Heights,
N. Y. CITY.

THE RENSSELAER POLYTECHNIC INSTITUTE

Courses in Civil, Mechanical, Electrical and Chemical
Engineering and General Science leading to the degrees,
C. E., M. E., Ch. E. and B. S. Also special courses.

Unsurpassed laboratories.

Catalogue sent upon application TROY, N. Y.

The rate tor insertion of announcements of Engineering
Schools and Colleges is $3.00 per month, without regard
to number of insertions. Orders are accepted on a " till
forbid" basis, subject to cancellation at any time by
gi\ing thirty days' notice. B

1

POLYTECHNIC INSTITUTE OF BROOKLYN

Course in Mechanical Engineering. Evening Post-
Graduate Courses. Fred. W. Atkinson, Ph. D., President;
W. p. Ennis, Member A. S. M. E., Professor Mechanical
Engineering.

(■■■Si- ■ ■^ilillllililllllllllllMilllllBlllMl.m^^^^^ IIIBBIJ.'liiiSrUI-Sli

CRANE FOR SALE

Manufactured by the Northern Engineering Works of Detroit, about nine years ago. Capacity 35 tons, auxiliary hoist 5
tons. Four motor drive, main hoist motor 35 H.P., Au.xiliary hoist motor 10 H.P., bridge travel motor 22 H.P., side travel
motor 6J^ H.P., Span 33 ft. 2 ", Lift 29 ft. 6", Speed of main hoist 10 ft. per minute, speed of au.xiliary hoist 20 ft. per minute,
bridge travel 200 ft. per minute, trolley travel 100 ft. per minute. All motors General Electric make. 220 volts, three phase,
60 cycle. Crane is complete with a slate base switchboard and the entire crane is in strictly first class operating condition.
Length of Span, etc., could be altered by maker at Detroit before shipment. Can make immediate shipment.

THE EDISON ILLUMINATING COMPANY

DETROIT, MICHIGAN

Only Makers of "CUMBERLAND GROUND" Shafting

Large Stocks Quick Shipments

iiiiiii

^iiiliruliliiiiiiiiii'i iillillldJiili'liii lidlllilvli . I . .

37

STEAM ENGINES, TURBINES AND BOILERS

ALMY WATER TUBE BOILER CO. providence r i

Manufacturers of Almy Patent Sectional Water Tube Boilers for steamships, river steamers, both
propeller and stern wheel, torpedo boats, fire boats, launches. Donkey Boilers for steamships and for all
kinds of stationary work.

Water Tube
Boilers

THE BABCOCK & WILCOX COMPANY ss l.bert. sxbekt new york

Water Tube Steam Boilers, Steam Superheaters, Mechanical Stokers.

Water Tube
Boilers

ERIE, PA.

BALL ENGINE COMPANY

Builders of Ball Single A'alve Automatic and High Speed Corliss Engines with non-detaching valve
gear, for direct connection, or belting to electric generators.

See page 2 of Condensed Catalogues of M eehanical Equipment, 1913 Volume.

Steam
Engines

DE LAVAL STEAM TURBINE CO. trenton. n j

Steam Turbines, single and multi-stage, for all services. Centrifugal Pumps, single and multi-stage,
for all capacities and all heads. Centrifugal Blowers and Air Compressors, and special Centrifugal Appa-
ratus. De Laval Speed-reduction Gears.

Steam
Turbines

Centrifugal
Pumps

edge moor, DELAWARE

EDGE MOOR IRON COMPANY

Builders of the Edge Moor Water Tube Boiler. Especially suitable for large power plants. Steel
construction, straight tubes, all hand holes elliptical, unrestricted circulation which permits forcing
fires with safety and economy.

See page 23 of Condensed Catalogues of Mechanical Equipment , 1913 Volume.

Water Tube
Boilers

ERIE CITY IRON WORKS erie pa

Boilers: water tube, horizontal tubular, return tubular, water bottom portable, open bottom port-
able, vertical tubular and vertical water tube. Engines: Erie City "Lentz," four valve, enclo.sed high
speed, automatic, center crank, side crank, portable and Feed-Water Heathers from 25 to GOO h.p.

Steam Boilers
and Engines

Feed- Water
Heaters

HARRISBURG FOUNDRY & MACHINE WORKS

HARRISBURG, PA.

Manufacturers of Fleming-Harrisburg Horizontal Engines, Corliss and Single Valve, Simple, Tandem
and Cross Compound.

Steam
Engines

HEINE SAFETY BOILER CO. st louis, mo

Heine Safety Water Tube Boilers, Heine Patent Steam Superheaters, Steel Stacks, Housings, Flues,

etc.

See pages 24, 25 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Steam Boilers
Superheaters

THE HOOVEN, OWENS, RENTSCHLER CO. hamhton omo

Manufacturers of Hamilton CorUss Engines, Hamilton High Speed CoHiss Engines, High Duty
Pumping Engines, Power Pumps and Compressors, Special Heavy Castings.

See pages 6, 7, 309 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Engines
Pumps
Compressors
Castings

38

Boilers

E. KEELER COMPANY wiluamsport pa

Water Tube, Internal Furnace and Return Tubular Boilers. Self-Supporting Stacks, Feed Water
Heaters.

See ■page 27 of Condensed Calaloijnes of Mechanical Equipment, 191.3 Volume.

Engines

Compressors

Iloists

NORDBERQ MANUFACTURING CO. Milwaukee wis

Engineers, Designers and Builder.s of High Efficiency Corliss Engines, T'niflow Engines, Poppet
Valve Engines, Air Compressors, Blowing Engines, Steam and Electric Hoi.sting Engines, Pumping
Engines and Steam Stamps.

See pages 8, 9 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Engines

Centrifugal
Pumps

Special
Machinery

PROVIDEXCE. R, I.

PROVIDENCE ENGINEERING WORKS

Rice and Sargent Corliss Engines, Providence Centrifugal Pumps, Improved Greene Engines and
repair parts. Special Machinery.

.See page 11 of Condensed Catalogues of Mechanical Equipment, 1913 Volmne.

Engines

Refrigerating
Machinery

THE VILTER MFG. CO.

Established 1867

1070-lOSS Clinton St.. MILWAUKEE. WIS.

Builders of Corliss Engines, Girder or Heavy Duty Type Bed for Belted or Direct-Connected Service,
medium or high speed. Ice and Refrigeration Machines.

Papers on
Steam

Engines and
Boilers

PAPERS PUBLISHED BY A. .S. M. E.

No. 11)71. Influence of tlie Connecting Rod Upon Engine Forces: S. A. Moss, price SO. 10; No. 922.
Effect of Clearance on Economy of Steam Engine: A. Kingsbury, price -SO. 10; No. 873. Comparison of
Rules for Calculating the Strength of Steam Boilers: H. de B. Parsons, price SO. 10; No. 819. Boiler and
Furnace Efficiency: R. S. Hale, price $0.30.

OIL AND GAS ENGINES AND GAS PRODUCERS

Oil Engines

THE BROWN ENGINE CO.

FITCHBURG. MASS.

Herbert B. Rust. Agent
14-22 Peck St., Providence. R. I.

Manufacturers of the BECO Oil-Burning Engine. Operates on the Diesel principle. Standard sizes
300 to 600 B.H.P.

Refrigerating

and

Ice Making

Machinery

Oil and Gas
Engines

DE LA VERGNE MACHINE COMPANY

Refrigerating and Ice Making Machinery, 5 to 000 tons i

:;ngines 75 to 2400 B. H. P.

See page 20 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

1123 E. 13STH St. NEW YORK CITY

Refrigerating and Ice Making Machinery, 5 to 000 tons capacity; Oil Engines up to 360 B. H. P.;
Gas Engines 75 to 2400 B. H. P.

Steam
Engines

Oil Engines

FULTON IRON

WORKS

ST.

LOUIS

. MO.

Manufacturers of Co

rhss and Medium Speed Engines,

Fulton

-Tosi

Oil Engines

Diesel S>

stem.

Cane

Sugar Mills and Crushers

Gas Engines
and Producers

NEW YORK

CHICAGO

BOSTON

NATIONAL METER COMPANY

Nash Gas Engines and Producers are capable of running at their rated load for ten consecutive hours
on one charge of fuel; will develop a B. H. P. hour on one pound of coal; are reliable because they're Nash.
See pages IS, 19 of Condensed Catalogues of Mechanical Equipment, 1913 Volwne.

39

THE SMSTH GAS POWER CO. lexington, omo

Builders of Smith Automatic Gas Producers, both suction and pressure tyjies. Mechanically Oper-
ated Gas Producers in large units for power and heating plants. Tar Extractors and Gas CleaningPlants.
See page 22 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Gas Producers

POWER PLANT AUXILIARIES AND SPECIALTIES

AMERICAN BALANCE VALVE CO. jersey shore, penna.

W'e make Balanced Slide and Piston Valves for Manufactui"ers of Steam Engines, also for Old Power
Equipment, from Steam Pump.s to Battleships. Write us.

See page 1.30 of Condensed Cnlnlngiies of Mechanicrd Equipment, 1913 Volume.

Valres

Slide and

Piston

Distribution

AMERICAN ENGINEERING CO.

Machinists and Founders. Builders of the Tavlor Stoker.

PHILADELI>HI.\

Stokers

BOSTON. M.^.SS.

EsT-iBLISHF.D ISol

AMERICAN STEAM GAUGE AND VALVE MFG. CO.

Pressure ani.1 Reconling Gauges, Engine Room Clocks and Coiniters for all purposes. Iron and
Brass Pop Safety and Relief Valves for stationary, marine and locomotive use. The American Thompson
Imjiroved Indicator with new improved detent motion. The American Ideal Steam Trap.

See pages 110, 111 of Condensed Catalogues of AFeclianical Equi/mient, 1913 Volume.

Valves

Gauges

Indicators

THE ASHTON VALVE CO. boston new york cmc.w^o

Makers of the Ashton Poji Safety Valves, Water Relief Valves, Blow Off Valves, Pressure and \'aciuim
Gages. All of a superior quality and guaranteed to give greatest efficiency, durability and perfect satis-
faction.

Valves
Gages

W. N. BEST 11 Bno.tDW.iY new YORK CITY

Apparatus for and technical infornuition relative to all forms of liquid fuel equipment.

Oil and Tar
Burners

Furnaces

W.\TERBURY, CONN.

THE BRISTOL COMPANY

Bristol's Recording Pressure and \'acuum Gauges. Bristol's Recording Thermometers. The W'm.
H. Bristol Electric Pyrometers. Bristol's Recording Voltmeters, Ammeters and Wattmeters. Bristol's
Recording Water Level Gauges. Bristol's Time Recorders and Bristol's Patent Steel Belt Lacing.

Recording
Gauges and
Instruments

THE BROWN INSTRUMENT CO. Est..b..sW isgo Philadelphia, pa.

Manufacturers of the Brown PjTometers, the first to be manufactured in this country, and having
the largest sale today. Also manufacturers of Thermometers, Speed Indicators and Recorders, Voltmeters,
Ammeters and kindred instruments.

Pyrometers

Thermom-
eters

Tachomet-ers

PAPERS PUBLISHED BY A. S. M. E.

No. 1214. Unnecessarv Lo.sses in Firing Fuel Coal: C. R. Weymouth, price S0.30; No. 1213. Fuel
Economy Tests at a Large Oil Burning Electric Plant: C. R. Weymouth, price $0.20; No. 1165. The
Rational Utilization of Low Grade Fuels in Gas Producers: F. E. Junge, price $0.40; No. 1245. Some
Properties of Steam: R. C. H. Heck, price SO.IO.

Papers on
Power Plants

-Iff

V'enturi
Meters

BUILDERS IRON FOUNDRY providence, r i

Wiituri Meters for cold water, hot water, brine, chemicals, air, gas, steam, etc.; Globe Special Cast-
ings for water works; Grinding and Polishing Machinery.

See page 70 of Condensed Catalogues of Mechanical Equipment, 1913 Volutnc.

V'alces

CHAPMAN VALVE MANUFACTURING CO. indian orchard, mass

Boston New Vobk St Louia Pittsbubgh Chicago Philadelphia San Francisco

Bra.-:s and Iron \alves for steam, water, gas, oil, etc. Sluice Gates. Send for catalogue.
See page 76 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Lubricators
Grease Cups

CRESCENT MANUFACTURING CO.

Lackawanna Sight Feed Lubricators and Automatic Greafe Cups

SCOTTDALE, PA.

Valve
Specialties

Steam Traps

Governors

G. M. DAVIS REGULATOR CO. new yoT^^%°t. lc.

Manufacturers of Pre.s.sure Reducing \'alves, Back Pressure Valve, Steam Trap, Exhaust Relief
\'alves, Balanced ^'alve, Float Valve, Pump Governor, Boiler Stop and Check \'alves.
See pages 104, 10.") of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Condensing
Plants

Air Filters

Separators

Steam Traps

PHILADELPHIA, PA.

GENERAL CONDENSER CO. 1250N i.thst

('(iniiilrtr Condensing Plants fur Ilijili \'acuum; Counter Current, Jet and Surface Condensers, Air
Pumps, Pumping Outfits, Re-Cooling Plants. Oil, Air and Steam Separators. Combined Oil Separators
and Heaters. Dry and Wet Air Filters. Air Extractors for Feed Water (''.-Virex''). Return and Vacuum
Steam Traps.

Stokers

Pneumatic

Ash

Conveyors

GREEN ENGINEERING CO. steger BciLmNc cu ic.\uo. ill.

Green Chain Grate Stokers for free burning and coking bituminous coals. GECO Pneumatic Ash
Handling Systems.

See pages 32, 33, 34 of Condensed Catcdogues of Michanical Equi/iment, 1913 Volume.

Fuel
Economizers

Mechanical
I) raft

Engines

THE GREEN FUEL ECONOMIZER CO. matteawan n y

Fuel Economizers; Waste Air Heaters; Fans, Blowers and Exhausters; Engines; Positivflow Hut
Blast Heaters, Drying Equipments; Heating and Ventilating Equipments, Mechanical Draft Installation-.
See pages 46, 47 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Feed-Water
Heaters and
Purifiers

Separators

Metering
Heaters

HARRISON SAFETY BOILER WORKS

PHILADELPHIA. PA.

Cochrane Feed Water Heaters, Cochrane Steam and Oil Separators, Sorge-Cochrane Hot Process
Softening Systems, Cochrane Multiport Valves, Cochrane Metering Heaters.

Valves

Works: H0:MESTEAD. PA.
PITTSBURG, PA.

HOMESTEAD VALVE MANUFACTURING CO.

Manufacturers of "Homestead Valves." Straightway, Three-way and Four-way, for blow-off or fur
highest pressure and most difficult service for water, air or steam. Valves unlike all others.
.S'ce page 82 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Valves

Steam Traps
Separators
Regulators

THE HUGHSON STEAM SPECIALTY CO. Chicago ill

Manufacturers of Regulating Valves for all pressures and for steam, air and water. The best and
only absolutely noiseless Combination Back Pressure and Relief Valve. Pump Regulators, Separators,
Steam Traps, Automatic Stop and Check Valves. Write for complete catalogue

41

INGERSOLL=RAND COMPANY nBno.o..v xewvork

Air Compressors, twenty standard tyjies, capacity 8 to 9000 cu. ft. per minute; "Little David."
"Crown" and "Imperial" ii-ir Hammers and Drills, all sizes "Imperial" Air Motor Hoists, capacity 32 to
5 tons.

.See pages 270, 277 nf Comh nscd Catalogiicf! of Mccluiuical Eqnipiiicnl. 101.3 Volume.

Mr
Compressors

Air Tools and
Hoists

JENKINS BROS.

NEW YORK BOSTON

PHILADELPHIA CHICAGO

Manufa* turiTS of the genuine Jenkins Bros. Valves, made in brass, iron body, and cast steel, in a variety nf typs,

suitable for moderate, medium or extra heavy vressures. Als > a line of high grade mechanical rubber goods including slrieei

packing, gasket tubing and pump valves. Illustrat.-d catal igae sent on reque-t.

See pages 84, 8.5 of Condensed Calnlogues of Mechanical Equipment, 1913 Volume.

Valves
Packing Discs

ROBERT A. KEASBEY CO. ^^ ^- ^^°^^, ,,,^^11^' "^'

Heat and Cold Insulating Materials. Headquarters for 85% Magnesia Asbestos and Brine Pipe
Coverings, Asbestos Products, etc.

See page 138 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Magnesia
Asbestos and
Brine Pipe
Coverings

THE LAGONDA MFG. CO.

SPRINCIFIELD. OHIO

Makers of Weinland Tube Cleaner.^ Automatic Cut-Off Valves. Reseating Machines, Huilcr Tulie
Cutters and Water Strainers.

Tube Cleaners

Cut-Otr Valves

Water
Strainers

THE

LUDLOW VALVE

MFG.

CO.

TRO-S

•. N. Y.

Manufacturers of genuine Ludlow Gate Va
Valves. Foot Valves. Sluice Gates. Indicator

ves for all purposes. Special Blow
Posts. Fire Hydrants.

-off ^'alves.

Check

See

pages 86, 87 of Condensed Catalogues o

f Mecha

nical Equipment,

1913

Volume.

Valves

Blow-off
Valves

Fire Hydrants

CINCIN.V.4TI. OHIO

THE LUNKENHEIMER COMPANY

Manufacturers of high-grade engineering s])ecialties, compri.sing Brass and Iron Valves, Whistles,
Cocks, Gauges, Injectors, Lubricators, Oil Pumps, Oil and Grease Cups, etc., adapted to the requirements
of all classes of machinery.

See pages 88-93 of Condensed Catrdogues of Mechanical Equip7nent, 1913 Vohemc.

Valves

Injectors

Lubricators
Etc.

MOREHEAD MANUFACTURING CO. Detroit mkh

Return, \on-Return, Vacuum and Cimdenscr Steam Traps. The Morehead Tilting Steam Trap is
the original design of lilting trap, having been on the market for a quarter of a century. For reliable and
satisfactory service this type of trap recommends itself. Illustrated descriptive catalog sent on request.

Sec piges 112, 113 of Condcn.'ied Calalngues of Mechunical Equipment, 1913 Volume.

Steam Traps

THE MURPHY IRON WORKS Founded 1S7S Inc. 1904 DETROIT. MICH.

Builders of The Murphy Automatic Furnace. The best Automatic Furnace that thirty years practical
experience can produce.

Sec pages 38, 39 of Condcnse<l Catalogues of Mechanical Equipment, 1913 Volume.

Automatic
Furnace

NATIONAL PIPE BENDING CO. new haven, conn

National Feed-Water Heaters, National Storage Heaters, National Direct Contact Heaters antl
Purifiers, National Steam and Oil Separators. Coilu and Bends of Iron, Brass and Copper Pipe.
Sec pages 62, 63 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Feed-Water
Heaters and
Purifiers

Separators

PAPERS PUBLISHED BY A. S. M. E.

No. 10S.5. Performance of a Superheater: A. Bement, priceSO.lO; No. 1070. A Twist Drill Dynamom-
eter: H. P. Fairfield, price SO.IO; No. 921. The Bursting of Small Cast Iron Fly-Wheels: C. H. Benjamin,
inice $0.20; No. 1144. Balancing of Pumping Engines: A. F. Nagle, price $0.10.

Papers on
Power Plant
Specialties

42

Valves

NELSON VALVE CO.

Chestnut Hill

PHILADELPHIA. PA.

Maiiufacturor.s of liigli grade Bronze, Iron and Steel ^'alves of every kind for every purpose.
Sie page 94 of Condensed Catalogues of Mechanical Equipment, 1!)1M Volume.

Governors

THE PICKERING GOVERNOR CO.

PORTLAND. CONN.

Governor.s for Steam Engines, Turbines, Gas Engines. Mechanical Control Power Regulation.

Sri- piii/c K!l <)/ Condensed Catalogues of Mechanical Equipment, 1913 Vuhone.

Superheaters

POWER SPECIALTY CO.

Ill Bro.vdw.w

NEW YORK

The Foster Patent Superheater saves feed water, condensing water, coal and boiler power.

See page 45 of Condensed Catalogues of Mechanical Eipiipinent, 1913 Volume.

Valves

Fire Hydrants

PRATT & CADV COMPANY, Inc.

HARTFORD. CONN.

Br.\nches .\t Alb.vny. B.yltlmohe. Boston. Chicago. Detroit.
Indi.\n.\polis. New Orle.\ns. New Yoi:k. Phil.\delphia. Pittsbdrg.

Manufacturers of Brass, Iron and Steel Valves, Fire Hydrants, Asbestos Packed Cocks.
See pages 96, 97 of Condensed Catalogues of Mechanical Equipment. 1913 Volume.

Water
Softening

Purifying and

Filtering

Systems

WM. B. SCAIFE & SONS COMPANY

221 FIR.ST Ave.
26 Cortl.\ndt .St.

PITTSBURGH. PA.
NEW YORK

WE-FU-GO and SCAIFE Water Softening, Purifying and Filtering Systems for boiler feed water
:ind all industrial and domestic purposes.

Injectors
Condensers
Valves
Engine Stops

PHILADELPHIA. PA.

SCHUTTE & KOERTING CO. 1230-57 n i2th st

Injectors, Syphons, Eductors, Furnace Blowers, E.xhausters, Pump Primers, Condensers, Spray
Cooling Nozzles; Valves; Small Brass and Iron Body, Open Hearth Steel-Stop, Stop Check, Emergency
Stop Check, Trip, Throttle Trip, Engine Stops, Steam Traps, Feed Water Heaters, etc.

Soot Cleaners

Gas .Analysis
Instruments

Tube Cleaners

G. L.

SIMONDS & CO.

CHICAGO. ILL

The Vulean Soot
for CO2, 0, CO, etc.,
Tube Cleaner, Eclipse

Cleaner fur Wat
Hays CO2 and
Smoke Indicati

er Tub
Draft
r.

e and Tubul:
Recorder; H

ir Boilers; Has's
lys Differential

Gas
Draft

Analysis Instruments
Gage; Dean Boiler

Steam
Specialties

Feed Water
Heaters

Steam
Separators

Instruments

THE SIMS COMPANY erie.penna

Designers anil Manufactuiirs of Steam Specialties and Power Plant Appliances: Closed Feed Water
Heaters, Open Feed Water Heaters, Hot Water Generator.-i-Convertors, Laundry Heaters, Live Steam
and Water Mixers, Exhaust Heads, Oil Extractors, Oil Filters, Compound Feeders, Garbage and
Refuse Burners, Tanks.

C. J. TAGLIABUE MFG. CO.

32 Thirty-third St. BROOKLYN. N. Y.

Loral Sales Offices in Chicago and Sun Franci.sco

Maiuif:irturers of Instruments for Indicating, Recording and Controlling Temperature and Pressure.
ThernioMieters; Automatic Controllers; Gages; Oil Testing Instruments; Engineers' Testing Sets, Pyrom-
eters, Barometers, Hygrometers, Hydrometers, etc.

See Page 13'2 of Condeii.-<rd Catalogues of Mechanical Equipmeid.

Lubricating

Oils

THE TEXAS COMPANY newyork houstun

Lubiicating Oils for Power Plants, Central Stations, Machine Shops, Foundries and all general
purposes. All classes of Petroleum Products of the highest quahty.

See jiage 142 if Condensed Catalogues of Mechanical Equipment, 1913 Volume.

43

WALWORTH MANUFACTURING CO.

BOSTON, MASS.

Manufacturers of hish grade Brass, Iron and Steel Valves; Power Plant Piping; Screwed and
Flanged Fittings; Pipe Fitter's Tools; Genuine Stillson Wrenches. Parmelee Wrenches, Walco-Hex

Wrenches.

Valves

Power Plant
Piping

Wrenches

Main Office anu Wouks
CARTERET. N.J.

WHEELER CONDENSER & ENGINEERING CO.

Surface, Jel and Haronictric Conden.':;ers, Combined Surface Condcn.sers and Feed Water Heaters,
Cooling Towers, Etlwards Air Pumps, Centrifugal Pumps, ]-{otative Dry Vacuum Pumps and Multiple
Effect and Evaporating Machiner\-.

See par/e 60, 67 of Condenned Catalogues of Mechanical Equipment, 191.3 Volume.

Condensers

Pitn^ps

Cooling
Towers

C. H. WHEELER MFG. CO.

PHILADELPHIA, PA.

NEW VORK BOSTON

CHICAGO S-^N FRANCISCO

Manufacturers of High Vaciunn Ajiparatus, Condensers, Air Pumps, Feed-Water Heaters, Water
Cooling Towers, Boiler Feed and Pressure Pumps.

See piigc 05 of Condensnl Ciiinliiiiiicx of Mechanical Equipmcntj 1913 Volume.

Condensers

Cooling
Towers

Feed-Water
Heaters

PHILADELPHIA. PA.

YARNALL=WAR!NG CO. chesxnct m..

Manufacturers of the "Leu" ^■-Xotch Recording Meter, Simplex Seatless Blow-off Valve and tlie
Simplex Pipe-Joint Clamp..

Sec pngc 9.^ of Condensed Ciilalogiies of Mechniiicnl Equipment, 1913 Volume.

Water Meters

Blow-off

Valves

Pipe-Joint
Clamps

POWER TRANSMISSION

THE AMERICAN PULLEY CO. ^Philadelphia, pa

The American Pulley. The first all steel parting belt pulley made. Now sold in larger quantities
than any one make of pulley. No key, no set screw, no slip; light, true and amply strong for double belts.
ISO stocks carried in the United States.

iSVc ;)f;r7c.s ]riS, 1.59 of Condensed Catalogues of Mechanicnl Equipment, 1913 Volume.

Pulleys

AUBURN BALL BEARING COMPANY 22 Eo^abeti, .St. Rochester, n. y.

Auburn Four Point Contact Cone Principle Ball Thrust Bearings, Auburn Special Ball Thrust Bear-
ings, Auburn Steel, Brass and Bronze Balls, Sohd and Hollow.

See page 161 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Ball Bearings

THE A. & F. BROWN CO. -9 b...c.... s..

Manufacturers of Shafting, Pulleys, Hangers, etc., for Transmission of Power.

Sec pngc 14S of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

NEW YORK

Shafting

Pulleys

Hangers

DODGE MANUFACTURING COMPANY

MISHAWAKA. IXD.

Everything for the Mechanical Transmission of Power, Elevating and Conveying; and Water Softeners.
Write for "Power Transmission Engineering," the most complete book of its kind published. It will help
you in your specifications.

Transmission
Machinery

Water
Softeners

Rope Drives

Conveyors

THE FAFNIR BEARING COMPANY

NEW BRITAIN. CONN.

Sales Agents: The Rtiineland Machine Works Co.,

HO W. 42nd St. New Y'ork City

High grade Ball Bearings made of the finest materials to the closest standards of accuracy in the world.
Fafnir Ball Bearing Hanger Boxes can be used in any standard hanger frame.

Ball Bearings

44

Poller

Transmission

Appliances

FALLS CLUTCH & MACHINERY CO. clyahoga falls ohio

Friction Chitdi Pulleys, Couplings, Quills, Operators, Clutch Sheaves, Floor Stands, Hea\'^' Mill
Bearings, Shaft CoupUngs, Sheaves and Tension Carriages, Pulleys and Fly Wheels.
See poye 149 of Condi-uxed Cntnloguvs of Mtchaiiicnl Ecjuipmeid, 1013 Volume.

Power
Transm ission

THE HILL CLUTCH COMPANY Cleveland ohio

Manufacturers of a complete line of Power Transmission Machinerj' for belt, rope or gear driving,
including the well known Hill Friction Clutches and Hill Collar Oiling Bearings.

.Sec ;«';/<' lot) of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Cut (iearing

Speed

Ilcducing

Transmissions

D. O. JAMES MANUFACTURING CO.

1120-22 W. Monroe St.

CHICAGO

Specialists in cut gearing; spur, spiral, bevel, mitre, worms and worm gears, rawhide pinions, racks,
incased worm gear reductions, O'K speed reducing transmissions 4:1 up to 1600:1.

Pinions and
Gears

NEW PROCESS GEAR CORPORATION

SYRACUSE. N. Y.

Manufacturers of New Process Noiseless Pinions and aLso of accurately cut Metal Gears of all kinds.

Pulleys

Paper Friction
Transmission

THE ROCKWOOD MANUFACTURING CO. ix'DlixiSous'ixD

Rockwood Paper Frictions have proven their unquestioned superiority. You will find our booklets
regarding Transmission of Power by Belts and Friction Transmission desirable additions to your engineer-
ing library. Furni.shcd free to members upon application.

Power
Transmission

Roller
Bearings

ROYERSFORD FOUNDRY AND MACHINE CO.

PHILADELPHIA. PA

Manufacturers of Power Transmission Machinerj' and Sells Roller Bearings.

Sec pages 16S. 1G9 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Leather
Belting

CHAS.

Tanner
is of two kit
Belting for

A. SCHIEREN COMPANY

^— Belt Manufacturers. Output 100,000 Hides
ids, waterproof and steamproof, and is used for
loavy drives. Schieren's Royal Extra Belting

per year. Schieren's
all belting purposes,
or general mill work.

NEW YORK

Duxbak Leather Belting
Schieren's Bull's Head

Leather
Belting

Lace Leather
and Welting

L. B. WILLIAMS AND SONS

DOVER. N. H.
New Y'ork Boston Chicago

Tanners and Manufacturers of Oak Tanned Leather Belting, Round Belting, Lace Leather, Belt
Leather, Welting, Strapping, Fini.shed Oak Shoulders, Slabs, Belhes, Scrap Leather.

Poller
Transmission

T. B. WOOD'S SONS CO. chamber.sburg, pa.

Modern and Approved ApjJliances for the transmission of Power. Shafting, Couplings, Collars,
Hangers, Pulleys, Belt Tighteners, Friction Clutches, Rope Dri^dng Equipments.

.See pages 154, 1.5.5 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Papers on

Power

Transmission

PAPERS PUBLISHED BY A. S. M. E.

No. 127G. Svmposium on Electric Driving in Machine Shop: A. L. DeLeeuw, C. Robbins, J. Riddell
and discussion, price -SI. 10; No. 1335. Variable-speed Power Transmission: G. H. Barrus and C. M.
Menly, price .?0.10; No. S 47 X. A New Theory of Belt Driving: S. Haar, price S0.20; No. 1230. Trans-
mission of Power by Leather Belting: C. G. Barth, price SO. .50.

45

HOISTING AND CONVEYING MACHINERY

ALLIANCE, OHIO

ALLIANCE MACHINE CO.

Makers of Allianoc Cranes of all types; also Rolling Mil! and Hydraulic Machinery, Steam Hammers,
Punclies and Shears, Scale Cars, Copper-Converting Machinery, etc.

See piige 199 of Condensed Catalogues of Meehajiical E(jiiipiiie)it, 1913 Volmne.

Cranes

Steam
Hammers

Punches and

Shears

ALFRED BOX AND COMPANY Philadelphia i a

Elcetric'and Hand Power Cranes, Portable Electric and Monorail Hoists, Complete Track Systems.

Cranes and
Hoists

THE BROWN HOISTING MACHINERY CO.

CLEVELAND. 0.. U S. A.

NEW YORK 6AN FRANCISCO

PITTSBURGH CHICAGO

Designers and Manufacturers of all kinds of Hoisting Machiner>'. including Locomotix-e Cranes. Electric Travelers,
I->ieam Trolleys Crabs. Winches, etc.. as well as heavy Huistmg Machinery of all descriptions. Also Ferr<jinclav.' fjr reinforced
concrete rojfing.

Sec page 201 of Conrlenscd Catalogues of Mechfinicil EguipwcJit, 1913 Volume.

Hoisting
Machinery

H. W. CALDWELL & SON COMPANY newyork Chicago

Elevating, Conveying and Power Transmitting Macliinery. Hclicoid and screw conveyors, machine
molded gears, pulleys, fly-wheels, rope sheaves and di'ives, sprocket wheels and chain, buckets, belting,
shafting and bearings.

See page 1.S7 of Condensed Catalogues of Mechanical Equipment, 101 :! Vitliiiiu'.

Conveyors

Elevators

Power
Transmission

CLYDE IRON WORKS

DULUTH, .MIXX.

Hoisting Engines and Derricks. All sizes and types of engines.

.^Vc page 204 of Coude?iseil Catalogues of Meehanical Equipment

1913 Volume.

Hoisting
Engines and
Derricks

THE EASTERN MACHINERY COMPANY

new haven, conn.

Manufacturers of Electric and Belt Power Pas.senger and Freight Elevators, Hoisting Machines,
Friction Winding Drums, Friction Clutches and Friction Clutch Pulleys.

Elevators

Friction
Clutclies

Pulleys

THE B. F. GOODRICH CO. aivron omo

Manufacturers of Goodrich Conveyor Belt. The Goodrich "Longlife" "Maxecon" and "Grainbelt"
Conveyors will handle more tons per dollar of cost than any other belt made.

See pages 146, 17.5 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Conveyor
Beits

WEST XEW BRIGHTON, NEW YORK
Chicago New Y'ork Citt Washington, D. C.

C. W, HUNT CO., INC.

Coal Handling and Hoisting Machinery, Conveyors, "Industrial" Railways, Automatic Railways.
Electric Locomotives, Storage Battery Industrial Trucks, Electric and Steam Hoists, "Stevedore"
Manila Rope.

Sec pages 202, 203 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Hoisting and

Conveying

Macliinery

Storage
Battery
Trucks

THE JEFFREY MFG. COMPANY columbus omo

Builders of Elevating, Conveying and Mining Machinery; Coal and Ashes Handhng Systems for
Power Plants; Screens, Cru.shers, Pulverizers, Car Hauls, Coal Tipples, Coal Washeries, Locomotives, Coal
Cutters, Drills, etc. Complete Coal Mine Equipments.

Elevating

Conveying

Mining
Machinery

4r,

"~

Hoisting
Engines

Cableways

Marine
Irarisfers

LIDGERWOOD MFG. CO. 9GL.nEHx.ST newyork

lloi^tiiijj; Kngincs — .vtcain and electric, for every use of the contractor, miner, warehouseman, rail-
roads, shipowners, etc. Derricks, Derrick Irons and Derrick Hoists, Cableways for hoisting and conveying,
Marine Transfer for coal and cargo handling.

Elevators and
Conveyors

LINK=BELT COMPANY ''"'''^■^''FsSIaLpous'''''''-''

Elevators and Convejors for every purpose; all accessories; Power Transmission Machinery.
The Link-Belt Silent Chain Drive, Coal Tipples, Coal A\'a.-heries, Locomotive Cranes, etc.
See page 192 of Condensed Catalogues of Mechanical Equipment, 1913 Volume

Gravity
Carriers

Conveyers

Automatic
Elevators

MATHEWS GRAVITY CARRIER CO. ellwood city pa

i\Ian\ifacturers of Gravity Carriers, Conveyers, Spirals, Chutes, and Automatic Elevators. Engineer-
ing Department at your service.

Cranes

THE MORGAN ENGINEERING CO. alli.^nce om..

.\n' the largest builders of Electric Traveling Cranes in the world ^\'e also design and build Steel
Planl.s complete, Hammers, Presses, Shears, Charging Machines and all kinds of Rolling Mill and Special
Machinery.

Locomotive
Cranes

Grab Buckets

Coal Crushers

ORTON & STEIN BRENNER CO. chica(u, i..

Manufacturers of IMaterial Handling Machinery: Locomotive and Special Cranes, Elevating and
Conveying Machinery, Coal Crusher.s, Coal and Ore Handling Plants, Automatic Buckets, Drag Line
Excavators.

Roliins Belt
Conveyors

ROBINS CONVEYING BELT COMPANY uv.n.uo.- newyork

The Robins Belt Conveyor was the original and is today the standard of this type of conveying
machinery. It is successfully and economically conveying ore, rock, coal and similar materials under the
most trymg conditions of service. Correspondence invited.

iSce page 193 of Condensed Catalogues of Meciianicid Equipment, 1913 Volume.

Wire Rope

JOHN A. ROEBLING'S SONS COMPANY trenton x .,

Manufacturers of Iron, Steel and Copper \A'ire Rope, and \Mre of everj- description.
See page 1S.5 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Cranes

Mono-Rail

Systems

SHAW ELECTRIC CRANE CO. MrsiEGox. mkh

Address 119 \\'. 4Uth St. New York, {See Manning, Maxwell ct Moore, Inc.)

Electric Traveling Cranes for all purposes. Gantry Cranes. Wharf Cranes and ^\'inches. Mono-
Rail Systems.

Cranes
Hoists

THE TOLEDO BRIDGE & CRANE CO. toledo. omo

Toledo Cranes and Hoists; Coal and Ore Handling Bridges; Grab Bucket Machinery; Electric and
Hand Power Cranes, all types, any capacity; Structural Steel for Factory Buildings.

Elevating

Conveying

Power

Transmitting

Machinery

THE WEBSTER M'F'G COMPANY i?;;:^^S.;^J^?^g3S^^;Si^°^^'^^^!^l^

Manufacturers of Elevating, Conveying and Power Transmitting Machinery for all purposes. Over
thirty years' ex[)erience in this line and extensive facilities for manufacturing give us large advantages.
Belt ('()nveyors for handling cements, ores, sand, gravel, etc. Coal and Ash Handling Systems for power
jilanis and buildings. Chain belting (rearing.

__

47

THE YALE & TOWNE MFG.

Makers of the Triplex Block and Electric
:i lifting capacity of from H to 20 tons; Elect

CO.

Hoists,
ric Hoi>

The
t in

Triplex
10 sizes,

9 Easi

Block is
M to 16

40th St.

made in
ons.

14

NEW
sizes

YORK
, witli

Chain Blocks

Electric
Hoists

PAPERS PUBLISHED BY A. S. M. E.

Xo. 1235. Automatic Feeders for Handling IMateriul in Bulk: C. K. Baldwin, price $0.10; No. 1234.
A Unitiuc Belt Conveyor: E. C. Soper, price SO. 10; No. KjOO. Operating Condition of Pa.ssenger Elevators:
R. P. Bolton, price •'50.20; No. 1161. A Highspeed Elevator, C. 11. Pratt, price .S0.40; No. S 52 X. Me-
chanical Handling of Freight: .S. B. Fowler, jjrice $0.20.

Papers on
Hoisting and
Conveying
Machinery

STEEL WORKS AND ROLLING MILL EQUIPMENT

MACKINTOSH, HEMPHILL & CO.

Engines, single and compound, Corliss reversing and blowing,
of all kinds. Shears, Punches, Saws, Coping Machines.

riTT.sru'Rcnt. pa.

Rolling Mill and Hydraulic Machinery

Engines

Rolling Mill
Machinery

PITTSBURGH, P.\.
Works: Mesta Station, P. R. R., W. H(.niest. ad, Pu

MESTA MACHINE CO.

Blowing Engines; Rolhng Mills; Pickling Machines; Shears; Forging Presses; Gas and Steam Engines;
Condensers; Air Compressors; Power Transmission Machinery; Steel Castings; Chilled, Sand and Steel
Rolls.

Steel Works
and

Rolling Mill
Equipment

WEIMER MACHINE WORKS COMPANY Lebanon pa

Builders of Blast Furnace Blowing engines and equipments. Cinder and hot metal cars. Furnace
Bells and Hoppers. Rolling Mill castings. Special attention paid to quick repair work and work governed
by Engineers' specifications.

Blast Furnace

Blowing

Engines

PAPERS PUBLISHED BY A. S. M. E.

No. SGS. Some Landmarks in the History of the Rolling Mill: C. H. Morgan, price SO. 20; No. 1319.
Pressure Recording Indicator for Punching Machinery: C. C. Anthonj', price $0.10; No. 1322. Power
Forging, with special Reference to Steam Hydraulic Forging Presses: B. Gerdau and G. Mesta, price .SO. 10.

Papers on
Rolling Mill
Machinery

FOUNDRY EQUIPMENT

INQERSOLL=RAND COMPANY u broadwat newyork

"Crown" Sand Rammers, floor and bench types; "Little David," "Crown" and "Imperial" Chipping
Hammers; "Imperial" Air ]\Iotor Hoists, }^ to 5 tons capacity; Air Compres.sors, twenty types, capacity
8 to S!000 cu. ft. per minute.

Sec pages 27(5, 277 nf Condetised Catalogues of Mcchnnicnl Eqnipmeiil. 1013 Volitme.

Sand
Rammers

Air Tools and
Hoists

Compressors

MUMFORD MOLDING MACHINE CO.

Squeezing Machines, Hand or Power
Jolt Ramming Machines, Pneumatic or Electric

20*5 Elston .\ve.

CHICAGO, ILL.

Split Pattern Vibrator Machines
Pneumatic Vibrators

See page 216 of Condensed Calahgucs of Mechanical Equipment, 1913 Volume.

Foundry
Molding
Machine
Equipment

48

MACHINE SHOP EQUIPMENT

Special
Machinery

C. H. COWDREY MACHINE WORKS

Contractors, Builders and Designers of Speeial Machinery.

FITCH Bl-RG. MASS.

Gear Sliapers

THE FELLOWS GEAR SHARER CO. springfield vt

Manufacturers of Gear Cutting M:ichinery of the Most Advanced Type. In the Gear Shaper
System a generating cutter is used which is ground after it has been hardened.
Sec page 23.5 of Condeiinid Catalogues of Mechanical Equipment, 1913 VoIidhi.

Portable
Electric Tools

FORTUNA MACHINE CO.

127 Du.\NE St. XEW YORK

Boston. 146 SLiniiiier St.
St. Louis. 200 N. 3rd St.

Portable Electric Tools for Drilling, Reaming, Tupping, Cirinding and Slotting.

Milling
Machines

THE GARVIN MACHINE COMPANY

137 Varick St. NEW YORK CITY

Manufacturers of a complete line of Plain and Universal Milling Machines, Screw Machines, Monitor
Lathes, Tapi)ing Machines, Duplex Drill Lathes, Speeil Lathes, Cutter Grinders, Automatic Chucks, etc.

Special
Machinery

THE HARTFORD SPECIAL MACHINERY CO. hartford conn

Builders of High Grade, Accurate, Special Machinery', Fixtures, Jigs and Tools.

drincling
Macliinis

THE HEALD MACHINE COMPANY

WORCESTER. MASS.

Manufacturers of Grinding Machines. Internal Grinder.^,

Cylinder Grinders, Surface Grinders,

Drill Grinders.

Air
Compressors

Mr Tools
and Hoists

INQERSOLL=RAND COMPANY iiDao.B.o newyork

Air Compressors, twenty standard types, capacity S to 9000 cu. ft. per minute: "Little David,"
"Crown" and "Imperial" Air Hammers and Drills, all sizes; "Iraperial" Air Motor Hoists, capacity l-i to
5 tons. _ '

Sec pages 27(i, 277 of Condensed Catalogues of Mccliiniicn! Equipmenl, 1913 Volume.

Turret Lollies

JONES & LAMSON MACHINE CO. springfield vt

Manufacturers of the Hartness Flat Turret Lathe; made in two sizes for both bar and chuck work.
Sec pages 220-225 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Heavy Duty
Boring Mills

THE KING MACHINE TOOL CO.

CIXCIN'X.iTI. ()

Vertical Turret Machines, 28" and 34". Vertical Boring and Turning Machines, 42" to S4",
inclusive.

49

THE R. K. LE BLOND MACHINE TOOL CO.

We manufacture a complete line of Heavy Duty Lathes and Milling Machines.
ally designed, so the power is limited only by the strength of the cutting tool,
investigate our machines. Catalogue upon request.

CINCINNATI, O.

They are scientific-
It will pay yini to

Lathes

Milling
Machines

MANNING, MAXWELL & MOORE, Inc.

119 W. 40th St.

NEW YORK

Are the largest and best known distributors of Machine Tools in the world and cany in stock the
product of the foremost designers of the many branches of machine tool building in the United States.

Machine Tools

Engineering
Specialties

THE WARNER & SWASEY COMPANY

CLEVELAND, OHIO

Br.\nch Offices;

New York Cuic.\go Detroit

AVe offer a most complete line of high-grade Turret Lathes for producing work accurately, rapidly
and economically. Our catalog, which describes these machines fully, will be mailed on request.
See iKii/e 229 </ ('imiletimil Catiilogiivx of l\l{chiinic(il Eijuipiiicnt, 1913 Valume.

Turret Lathes

WELLS BROTHERS COMPANY Greenfield mass

We make and sell the Little Giant line of Taps, Dies, Screw Cutting Tools and Machinery.

Taps and Dies

PAPERS PUBLISHED BY A. S. M. E.

No. 1230. Transmission of Power by Leather Belt-ing: C. G. Barth, price $0.50; No. 1313. Milling
Cutters and their Efficiency : A. L. DeLeeuw, price .S0..30; No. 10S3. Belt Creep: W. W. Bird, price SO.IO;
No. 1291. Symposium on High Speed Tools: H. L Brackenbury, and Discussion, price SO. 70.

Papers on
Machine Shop
Practice

ELECTRICAL APPARATUS

SCHENECTADY, X, Y.

GENERAL ELECTRIC COMPANY

Generators, motors, Ciu'tis steam turbines, switchboards, transformers, locomotives, lighting equip-
ments, air compres.sors, electrically heated devices for industrial purposes. Largest manufacturer of
electrical apparatus in the world.

Sec jKiyes 272, 273 of Condensed Catalogues of Mechanical Eqiiipmenl, 1913 ]'nlu)iir.

Electric Drive

SPRAGUE ELECTRIC WORKS

527

-5.31 w.

3-iTH St.

NEW YORK

of Gi-m-nil El.-Clrir Cu.

Manufacturers of D. C. Generators, Electric

Motors,

Electric

Hoists

Elect

ric Fans

Conduits,

Ar-

mored Cable, Outlet Boxes, Armored Hose.

Generators
Motors
Hoists
Fans

WAGNER ELECTRIC MANUFACTURING COMPANY st lohs mo

.'Singlr-Pha.se Motors. Polyphase Motors. Transformers, Power and Pole Type. Listruments, a
complete line. A. C. Generators. Converters for charging vehicle batteries from A. C. Rectifiers for
charging small storage batteries from A. C. Train Lighting (Electric) Equipments. Automobile Self
Starters (Electric), etc.

Dynamos
Motors
Transformers
Instruments

PAPERS PUBLISHED BY A. S. M. E.

No. 472. Electric Power Distribution: H
as applied to Steam Roads: B. J. Dashiell, Jr.,
New South Station: \\. C. Kerr, price $1.00; No. 1043
Power Plant: V. L. Raven, price .$0..3O.

C. Spaukling, price S0.20; No. 4S.5. The Electric Railway

price $0.10; No. S4.5. The Mechanical Equipment of the

Middlesborough Dock Electric and Hydraulic

Papers on
Electrical
Apparatus

50

Precision
fnslritntcnis

WESTON ELECTRICAL INSTRUMENT CO.

NEWARK. X. J.

Manufacturors of Miniature Precision Ini^trunient.s for Direct Current.

Over yOO ranges and types

for various purposes.

Papers on
Elect rival
Apparatus

PAPERS PUBLISHED BY A. S. M. E.

Xo. 472. Electric Power Distribution : II. C. .Spaulding, price S0.20; No. 4S5. The Electric Railway
as applied to Steam Koads; B. J. Da.shiell, Jr., price 80.10; \o. 845. The Mechanical Equipment of the

New South Station; W. C. Kerr, price $1.00; No. 1013.
Power Pl.-int; V. L. Raven; price S().:',0.

Middlesborough Dock Electric and Hydraulic

AIR COMPRESSORS AND PNEUMATIC TOOLS

Air
Compressors

Tools

Hoists and

Sand

Rammers

INGERSOLL=RAND COMPANY u bko.dw.v newyork

Twenty standard Air Compressor types, eajjacity 8 to 9000 eu. ft. per minute; "Little David,"
"Crown" and "liriperial" Hammers and Drills, all sizes; "Imperial" Air Motor Hoists, }2 to 5 tons capa-
city; "Crown" Sand Rammers, floor and bench types.

.See jinges 270, 277 of Coxrlinsnl ('dialogues of Miclidiiicfil Equipment, 1913 Volume.

Papers on Air
C ompressors
and

Pneumatic
Toots

PAPERS PUBLISHED BY A. S. M. E.

Xo. l:j20. Commerciul Ai)|)!icatiun of the Turbine Turbo-Compressors: R. H, Rice, price, SO. 30;
No. 830. Compre.ssion and Liquidification of Gas : A. L. Rice, price $0.10; No. 804. A Pneumatic Despatch-
tube System for Rapid Tran.sportation of Mails in Cities: B. C. Batcheller, price 80.30; Xo. 1295. The
Development of the Air Brake: (Presidential Address) G. Westinghouse, price $0.20.

BLOWERS, FANS, DRYERS, ETC.

)'acuiim

Drying

Apparatus

Vacuum
Pumps and
Condensers

J. P. DEVINE CO. 137-. CU.TOX St

\acuum Drying Apparatus (Passburg's Patents), Higli Efficiency Vacuum Pumps
Drying experiments with various materials may be made at our experimental station.
S)e poge 302 of Coiuhnsdl CoUilogu( a of Mechnnicnl Erjuipmciit, 1913 Volume.

BUFFALO. N. Y.
and Condensers.

Blowers

Cias
Exhausters

Pumps

P. H. & F. M. ROOTS CO.

CO.WERSVILLE. IXD.

Positive Pressure Blowers for foundries. High Pressure Blowers. Blowers for vacuum cleaning, for
humdries. for blacksmiths. Positive Rotary Pumps. Positive Pressure Gas Exhausters. High Pressure
Gas Pumps. Flexible Couplings.

Sec /OTf/f.s 282, 283 of Condensed Calalogue.'t o/ M(clieinicol EtpiipmenI, 1913 Volume.

Dn/ers

RUGQLES=COLES ENGINEERING CO.

McCORMICK Bldg.

Hudson Termin.^l

Dryers. Direct heat. Indirect heat, and Steam Dryers for all kinds of materials.
See page 301 o/ Condemned Catalogues of Mechanicid Eguipnicnl, 1913 Volume.

CHICAGO
NEW YORK

Fans
Ulouers
Economizers
Engines

HYDE PARK. MASS.

B. F. STURTEVANT COMPANY

\Ve make e<iuii)nieiit to force or exhaust air imder all conditions. Largest standard line of "ready to
deliver" Eans in the world and special work done where necessary. Consulting representatives in or near
your city.

Sec pages 48, 49 of Comlen.std Catalogues of Mechanical Eguipnicnl, 1913 Volume

51

PUMPS AND HYDRAULIC TURBINES

M. T. DAVIDSON CO.

43-53 Keap St. BROOKLYN. \. Y.

New York: 154 Nassau St.
Boston: 30 O.ivcr St.

High grade economical Pumps for all ?cr\-iccs. Surface and Jet Condensers.

Pumps
Condensers

SENECA FALLS. N. Y.

THE GOULDS MANUFACTURING COMPANY

Manui^icturers of Efficient Triplex Power Pumps for general water supplj', municipal water-works,
fine protection, hydraulic elevators, paper and puli) mills, boiler fe-ed pumps,- chemical pump.s and air com-
pressors, rotary, centrifugal and well pumps and hand pumps of every kind.

See page 291 of Condensed Colrilof/nes of Mechanical Equipment, 1913 Volume.

Pumps

Hydraulic
Machinery

HOLYOKE MACHINE COMPANY

HOLYOKE, JNL\SS
WORCESTER. MASS.

Water Wheels witli Connections and Complete Power Transmission, Water Wheel Governors, Gear-
W ood Pulp and Paper Machinery, Pumps, Hydraulic Presses. Special iMachinery to order.

Water Wheels

Wood Pulp
and Paper
Machinery

J. & W. JOLLY, Inc. holyoke. m.\ss.

McCorniick Holyoke Turbines designed to suit !\Iill or Hydro-Electric Work. Paper jMill IMachinery,
Shafting, Gearing, Pulleys and Freight Elevators.

See page 298 of Coiideiisnl Caldlngiiex of MieJianienl E(jiii pmeiil, 1913 Yohnnc.

Turbines

Paper Mill
Machinery

LAMMERT & MANN

215-221 N. Wood St.

CHICAGO. ILL.

Engineers ami JNIachinists.

Manufacturers of Rotary Vacuum Pumps for highest dry vacuum, Lead Pumps, Rotary Blowers, etc

Vacuum
Pumps

I.

p.

MORRIS COMPANY

PHILADELPHFA. PA.

Speciahsts in the design and construct

on

of high clas

s, high effi(

■iencj'

Hj-draulic Turbines.

See

page 299 of Condensed Catalogues

of

Meclumical

Equipment

, 1913

Volume.

Hydraulic
Turbines

BALDWINSVILLE. X. Y.

MORRIS MACHINE WORKS

Manufacturers of Centrifugal Pumping Machinery, Vertical and Horizontal Engines and Marine
Engines.

See pages 292, 293 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Centrifugal

Pumping

Machinery

Engines

R. D. WOOD & COMPANY

PHILADELPHIA. PA.

Eiiginefrs. Iron Foumlers. Mafbinists: — BuiKlcTS of Ga3 Holders. Gas Plants. Gas Producer Power Plants. Hydraulic
Presses and Heavy Hydraulic Machinery. Pumping Engines. Centrifugal Pumping Piant.s. Water Works Appliances. Steel Tank--.
Sugar House Apparatus. Special Machinery-. Manufacturers of C. I. Pipe, Gas Works Apparatus. Centrifugal Pumps. Hydraulic
Tools of all description. Hydrants and Valves, Ga? Producers.

See pages 296, 297 of Condensed Catalogues of Mechanical Equipment, 1913 Volunu .

Gas Holders

Pumping
Machinery

Hydraulic
Machinery

Gas Producers

PAPERS PUBLISHED BY A. S. M. E.

No. 3S1. Standard Method of Conducting Duty Trials of Pumping Engines: Committee Report,
price SO. 30; No. 1144. Balancing of Pumping Engines: A. S. Nagle, price SO. 10; Xo. 1110. Development
of Water-wheel Governor: M. A. Replogle, price S0.20; No. 1113. Turbine Design as iModified for Close
Regulation: G. A. Bovinger, price $0.10.

Papers on
Pumps and
Hydraulic
Turbines

52

ENGINEERING MISCELLANY

Aluniiniim

ALUMINUM COMPANY OF AMERICA

Aluminum Ingot, Sheet, Rod, Wire, Cable, Tubiiif;; and other forms.

Sic piiije 267 iif Condensed Cntalocjms of Micluinind Equiptnenl, 1913 Volumr.

PITTSBURGH, PA.

Die-Castings

DOEHLER DIE=CASTING CO.

BROOKI.VX. X. Y.

Our nicthoils and processes for producing Die-Castings are generally conceded to be the most reliable
and efficient known. Send for our latest booklet "Successful Die Casting."

Coal Mine
Equipments
and Supplies

FAIRMONT MINING MACHINERY CO.

FAIKMONT. W. VA.

Manufacturers and Jobbers of Coal Mine Equipments and Supplies: Steel Mine Ties, Car Hauls, Car
Retanlers, Self-Oiling Wheels, Power Coal Augers, Box Car Loaders, Portable Mine Pumps, Mine Fans.

Die-Castings

H. H. FRANKLIN MFG. COMPANY

.syP.ACUSE. N. V

Producers of Die-Cast Parts. Difficult parts completed when cast. No tooling. Kngine bearings
a specialty.

Rait Joints

THE RAIL JOINT COMPANY iso m.d.sos ave new york city

Makers of Base-Supported Rail Joints for Standard and Special Rail Sections, also Girder, Stei) or
Compromise, Frog and Switch, and Insulated Rail Joints, protected by patents.
.Sec page 209 of Condensed Catalogiues of Mechanical Equipment, 1913 Volume.

Heating
Boilers

Radiators

THE H. B. SMITH CO.

Sectional C'ast Iron ^^'ater Tube and Return Flue Boiler
Steam and Water Warming.

See page^ 32(), 327 of Condensed Catalogues of Mechanical Equipment, 1913 Volume

WESTFIEI.D. MA.SS.
Also Direct and Indirect Radiators for

Briijht

Cold Finished

Steel Bars

UNION DRAWN STEEL CO. beaver falls pa

Makers of Bright Cold Finisluxl Bessemer, Open Hearth Crucible and Alloy Steels, in Rounds, Flats,
Squares, Hexagons and Special Shapes.

Sec pa-ge 263 of Condensed Catalogues of Mechanical Equipment, 1913 ]'olunie.

Odometers
Tachometers
Counters
Die Castings

THE VEEDER M'F'G CO. hartford. coxn

Makers of Cyclometers, Odometers, Tachodometers, Tachometers, Counters and Fine Die Castings.
.S'rc page 329 of Condensed Catalogues of Mechan-iad Equipment, 1913 Volume.

Water

Purifying

Machinery

scottdale. pa.

ELECTRIC WATER STERILIZER CO.

Manufacturers of Electrical and Mechanical Water Purifjnng Machinery. Our Electric Water Steri-
lizing Machine is both economical in consumjition of electric current and so simple that any one of aver-
age intelligence can take care of it. Guaranteed to dehver pure water. Capacities of stock machines
from 40 to 10(10 gallons per liour.

53

t«HiIMiiaKaB»«W«l«MllWmil«IMi;MIIII!BIB^^^^

Papers Presented at Past Meetings

of the Society

SHOP MANAGEMENT

No. Title and Author Price

449 Premium Plan of Paying for Labor, F. A. Halsey $ .20

647 Piece Rate System, Fred W. Ta\Ior 30

928 Bonus System of Rewarding Labor, H. L. Gantt 20

looi Machine Shop Problem, C. Day 20

1002 Graphical Daily Balance in Manufacture, H. L. Gantt ' 20

1003 Shop Management, Fred \V. Taylor (Paper) 90

(Cloth) ■ 1.50

loio Slide Rules for the Machine Shop, C. G. Barth 20

loi I Modifying System of Management, H. L. Gantt 10

1012 Is Anything the Matter with Piece Work, F. Richards 20

122 1 Training Workmen, H. L. Gantt 20

1326 Expense Burden: Its Nature and Incidents, S. Bunnell 20

1377 Axioms Concerning Manufacturing Costs, Henry R. Towne 20

1378 Report of Sub-Committee on Administration of The American Society of Mechanical

Engineers: The Present State of the Art of Industrial Management 70

CONVEYORS

1403 Report of Committee on Hoisting and Conveying S .10

1235 Automatic Feeders for Handling Material in Bulk, C. K. Baldwin 10

1234 A Unique Belt Conveyor, E. C. Soper 10

1222 Salt Manufacture (belt conveyors), Geo. B. Willcox 20

1 194 Belt Conveyors, E. J. Haddock 10

1193 Conveying Machinery in a Portland Cement Plant, C. J. Tomlinson 10

1 192 The Bell Conveyor, C. K. Baldwin 20

1 191 Continuous Conveying Machinery, S. B. Peck 20

1 190 Hoisting and Conveying Machinery, G. E. Titcomb 20

1 195 Discussion on Papers 1194, 1193, 1192, 1191, 1190 30

1404 Dynamic Braking for Coal and Ore Handling Machinery, C. T. Henderson 10

1406 Cotton Convening Systems, H. A. Burnham 10

GEARS

1415 Gears for Machine Tool Drives, John Parker $ .10

1382 The Strength of Gear Teeth, Guido H. Marx 50

1371 Investigation of Efficiency of Worm Gearing for Automobile Transmission, Wm. H.

Kenerson 20

1330 Herringbone Gears, P. C. Day. 30

1292a Tooth Gearing, J. D. Steven 10

1292b Interchangeable Inxolute Gearing, Wilfred Lewis 10

I292d Discussion on Papers 1292a and 1292b 10

1219 Spur Gearing on Heavy Railway Motor Equipments, Norman Litchfield 20

1218 Interchangeable Involute Gear Tooth Systems, R. E. Flanders 30

Majority Report of Committee on Standards for Involute Gears 10

The American Society of Mechanical Engineers

29 West 39th Street, New York

"""■' ■"■""■"■ "■' 'i ■ ■ II i;.(iiiiiiiiiiiii!iiinii!iiiiiiiiiiiiiiiii!i[iiiimi]iii]]ii!;i'' ■'■■ '""■'■ "■"■'■' ■ ■'"■■'■'"■■ ■ ■ ''■"■ ';■- ' ' ' iiiiiwimiiMiiiiiiiiiiiiiiiii' ■:

54

Somebody Has Been Sell-
ing Lace Leather That
Doesn't Measure Up —

Possibly you have been taking the size stamped on the
side as authority for a full 17 square feet or so, when it
actually contains only 15 square feet.

The strangest part of this is that some of these undersize
sides are of good quality. We first suspected some deceit
when we found quotations for these sides far below bed-
rock prices. So we are going to let you in on our own
PRIVATE AND ACCURATE method of measuring a side
of lace leather, devised by our Mr. E. O. Floyd.

By this method you can test and prove the measurements
of every side of leather you buy, whether it be ours or some
other manufacturer's. /

f,/////,,/'^ , //y^y' .

How to Measure Lace Leather

Take the diagram below and follow these in-
structions. Lay the side of leather flat on a
table with the straight edge toward you. Meas-
ure from notch A 6 inches to point B, ne.xt
measure off i foot from point B to C, and i foot
from C to D, D to E and so on to the end of the
side. Now go back to point B and find point
BA, which must be square across (directly op-
posite) from point B. Measure from BA to I
and take half of this measurement on the tape
line (for example, B.\ to I is i foot and half this
is 6 inches). In this instance .start from the six
inch mark on the tape line and measure across
from point B to B.A (for example, 3 feet); from

The beauty of this method is that it requires no
application to the sides you buy will insure full sizes,

Now just a word about Gowanus Lace Leather;

BA

SCHIEREN LACE LEATHERS

GOWANUS, Rawhide

GIANT, Tanned

DUXBAK, Chrome (Waterproof)

.\bove brands are put up in neat card
board boxes— 100 feet to the box.

the 3 foot 6 inch mark, on the tape, measure
from C to CA, and continue to measure across
the side from D to D.A., E to EA. etc., carrying
the measurement forward on the tape as you
proceed. From point H to H.\ you will note
there is a notch. Deduct the width of this notch.
If point G is i foot from point H, simply measure
from G to G.A and the final figures on the tape
line will be the exact square measurement of the
side. But, if point G is less than I foot from point
H, do not measure G to G.\, instead measure from
H to G and take one-quarter of this distance, which
added to the previous figures will give you the
square measurement of the side
higher mathematics. .Anyone can use it and its
or a saving of from 60 cents to $1.00 a side.
This is a rawhide that is noted for its great
strength, toughness and durability — and it
is always full size. We don't raise the size a
little to make up for a cut in price. But at
double its price Gowanus would be worth
more to you than ordinary lace leather, be-
cause it saves so much labor and time of
idle machines while replacing broken laces.

If you haven't sold or used Gowanus Lace
Leather it will pay you to write or wire us
now for prices. We sell it in close trimmed
sides and in strings cut to width. The latter
are a full 100 feet to the bundle, too.

25 Ferry Street

New York

Chicago - I2S\V. Kinzie Street Pittsburgh - 205 Wood Street

Boston 641-643 Atlantic Avenue Denver - 1752 Arapahoe Street

Philadelphia - 226 North 3d Street Seattle - - 620 Fourth Avenue

Oak Leather Tanneries. Bristol. Tenn.

ALPHABETICAL LIST OF ADVERTISERS

Page

Alliance Machine Co.. ., 30, 45

Almy Wnter Tube Boiler Co 37

Aluminum Co. of America 52

American Balance Valve Co 35, 39

American Engineering Co 7, 39

American Steam Gauge & Valve Mfg.
Co 39

Arnold Co 36

Ashton Valve Co 34, 39

Aubum Ball Bearing Co 33, 43

Babcock & WUcox Co 34, 37

Baldwin & Co., Bert L 36

Ball Engine Co 20, 37

Beet, W. N 39

Box & Co., Alfred 32, 45

Brieeen & Zumpe 36

Bristol Co 1, 39

Brown Co., A. & F 32, 43

Brown Engine Co 35, 38

Brown Hoisting Mchy. Co 45

Brown Instrument Co 31, 39

Builders Iron Foundry 19, 40

Caldwell & Son Co., H. W 45

Chapman Valve Mfg. Co 40

Clyde Iron Works 29, 45

Cowdrey Machine Works, C. H 13, 46

Crescent Mfg. Co.. 40

Cumberiand Steel Co 36

Davidson Co., M. T 51

Davis Regulator Co., Q.M 14, 40

De Laval Steam Turbine Co 19, 37

De La Vergne Machine Co 20, 38

Devine Co., J. P 4, 50

Dodge Manufacturing Co 43

Doehler Die Casting Co 30, 52

Eastern Machinery Co 45

Edison Illuminating Co '. 36

Edge Moor Iron Co 37

Electric Water Sterilizer Co 52

Electrical Testing Laboratories 36

Engineering Schools & Colleges 36

Erie City Iron Works 37

Fafnir Bearing Co 43

Fairmont Mining Machinery Co... 25, 62

Falls Clutch & Mchy. Co 29, 44

Fellows Gear Shaper Co.. .' 28, 48

Portuna Machine Co 28, 48

Franklin Mfg. Co., H. H .31, 52

Fulton Iron Works 22, 38

Garvin Machine Co 24, 48

Page

General Condenser Co 40

General Electric Co 12, 49

Goodrich Co., B. F...v 17,45

Goulds Mfg. Co 21, 51

Green Engineering Co. 34, 40

Green Fuel Economizer Co 9, 40

Harrisburg Foundry & Machine Works 3i7

Harrison Safety Boiler Works 26, 40

Eeald Machine Co 48

Heine Safety Boiler Co 5, 37

Hill Clutch Co 44

Holyoke Machine Co 51

Homestead Valve Mfg. Co 40

Hooper-Falkenau Engineering Co. . . . 36

Hooven, Owens, Rentechler Co 23, 37

Hughson Steam Specialty Co 40

Hunt Co., Inc., C. W 16, 45

IngersoU-Rand Co 10, 41, 47, 48, 50

James Mfg. Co., D. 32, 44

Jeffrey Mfg. Co 28, 45

Jenkins Bros 14, 41

Jolly, J. & W., Inc 61

Jones & Lamson Machine Co 2, 3, 48

Keasbey Co., Robt. A 41

KeelerCo., E 34, 38

King Machine Tool Co 48

Lagonda Mfg. Co 22, 41

Lammert & Mann 51

Le Blond Machine Tool Co., R. K 49

Lidgerwood Mfg. Co 46

Link-Belt Co 46

Ludlow Valve Mfg. Co 41

Lunkenheimer Co 18, 41

Mackintosh, Hemphill & Co 47

Main, Chas. T 36

Manning, Chas. H. and Chas. B -36

Manning, Maxwell & Moore 26, 49

Mathews Gravity Carrier Co 27, 46

Mesta Machine Co 21, 47

Morehead Mfg. Co 41

Morgan Engineering Co 46

Morris Co., I. P 18, SI

Morris Machine Works 33, 51

Mumford Molding Mch. Co 47

Murphy Iron Works 41

National Meter Co 23, 38

National Pipe Bending Co 27, 41

Nelson Valve Co 6, 42

Pftge
New Process Gear Corp 28, 44

New York Univemity School of Ap-
plied Science 36

Nordberg Manufacturing Co 16

Orton & Steinbrenner Co 29, 46

Pickering Governor Co 42

Polytechnic Institute of Brooklyn 36

Power Specialty Co 8, 42

Pratt & Cady Co 42

Professional Carils 36

Providence Engineering Works 16, 38

Rail Joint Co 32, 42

Rensselaer Polytechnic Institute 36

Robins Conveying Belt Co 46

Rockwood Mfg. Co 44

Roebling's Sons Co., John A ,24, 46

Roots Co., P. hJ& F. M 60

Royersford Foufcdry & Machine Co.l3, 44
Ruggles-Coles Engineering Co 60

Scaife.A Sons Co., Wm. B 42

Schieren Co., Chas. A 44, 64

Schutte & Koerting Co 11, 42

Shaw Electric Crane Co 46

Simonds & Co., G. L 17, 42

Sims Co 42

Smith Co., H. B 15, 52

Smith Gas Power Co 39

Sprague Electric Works 29 49

Sturtevant Co., B. F 50

Tagliabue Mfg. Co., C. J 27, 42

Texas Co 30, 42

Toledo Bridge & Crane Co 46

Union Drawn Steel Co 52

Veeder Mfg. Co 33,i 62

Vilter Manufacturing Co 38

Wagner Electric Mfg. Co 49

Walworth Mfg. Cc 43

Warner & Swasey Co 1 49

Webster Mfg. Co , 45

Weimer Mch. Works Co 47

Wells Bros. Co 49

Weston Elee. Instrument Co 25, 60

Wheeler Condenser & Engrg, Co.. .16, 43

Wheeler Mfg. Co., C. H 30, 43

Whitlock, Elliott H 35

WUliams <fe Sons, I. B 31, 44

Wood&Co., R. D 33,51

Wood's Sons Co., T. B 44

Yamall-Waring Co 43

The Journal

OF

THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS

29 West S9th Street, New York

imii luiiiiiniiuiiiuiiiiiiiiiiiiiuiiiiiiuimiiiiiiiiiiiiiiiuiiuniiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii:^ iiiiiiiiiiiiiiiiiiiii iii iiiiiiniiiiiiiini iiiiiiiiiiiiiiniiiiiiiiiiiuiiiiiiuipiiuiiiiiiifiiijliiiiiMiHiiiiliniiiiiiiim

THE JOURNAL OF

TheAmericmSociety

OF

MechanicalEngineers

Including the Transactions of the Society

August- 1914

NEW MEMBERS AT THE ANNUAL

MEETING

npO SECURE ADMISSION to the Society in time to
^ participate at the Annual Meeting as a Member, apphca-
tions should be filed not later than August 24. Applications
received by that date will be posted in the September Journal,
considered by the Membership Committee on October 10,
and voted upon by the Council by letter-ballot closing No-
vember 15. Opportunity will be had therefore to qualify by
the payment of initiation fee and dues prior to the Annual
Meeting to be held December 1-4.

LISTINGS IN THE 1915 \TE.\R BOOK

All those who act in accordance with the foregoing para-
graph, will be included in the List of Members for 1915, of
which at least 20,000 copies will be distributed.

It will be possible also to include in the 1915 Year Book
all those who file applications by September 23, provided they
promptly comply with all requirements. Applications re-
ceived at this later date, however, cannot be acted upon prior
to the Annual Meeting.

The members of the Committee on Increase of Member-
ship and of the Sub- Committees in the various cities listed
below will be glad to assist in the preparation of applications
or will supply more detailed information.

A brochure containing a description of new features and
requirements for membership has been issued and may be
had upon request.

COMMITTEE ON INCREASE OF MEMBERSHIP

I. E. MouLTROp, Chairman

H. V. O. CoES R. M. Dixox E. B. Katte

F. H. CoLViN W. R. Dunn R. B. Shekidan

J. v. v. Colweu. J. P. Ilslet H. Struckmann

Chairmen of Sub-Committees

Atlanta, Pakk A. Dallis New York, J. A. Kinkead

Boston, A. L. Williston Philadelphia, T. C. McBride

Buffalo, W. H. Carrier Rochester, J. C. P.\hker

Chicago, P. A. Poppenhusen St. Louis, John Hunter

Cincinnati, J. T. Faig St. Paul, Max Toltz

Cleveland, R. B. Shekidan San Francisco, Thos. Mokkin

Detroit, H. W. Alden Seattle, R. M. Dver

Los Angeles, O. J. Root Troy, A. E. Cluett

Total Membership of the Society, July SO, 1914 58S7

New Members since January 1, 1914 544

THE JOURNAL OF

THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS

(Including Transactions)
Volume 3() AUGUST 1914 Number 8

CONTENTS

Society Affairs

Public Service at the Annual Meeting (III). Important Hearing on Boiler Specifications (III). An Opportunity
for Work (IV). A Call for Speakers (V). International Electrical Congress (V). Publication Plans of the
Institution of Mechanical Engineers (V). Opening of the New Society House of the Verein deutscher In-
genieure (VI). Duties and Responsibilities of the Engineer, by Henry L. Gantt (VIII). Applications for
Membership (IX).

PAGE PAGE

Transactions Section Review Section

The Spring Meeting 269 Foreign Review and Review of the ProceecUngs

of Engineering Societies 0157

The Handling of Coal at the Head of the Great

Lakes, G. H. Hutchinson 273 SOCIETY .\ND LIBRARY AFFAIRS

Personals LI

Miimeapolis Flour Milling, Charles A. Lang. .. 296

EmplojTiient Bulletin LI

Reports of Meetings 303 Accessions to the Library LIII

Necrology 303 Officers and Committees LIV

PUBLISHED MONTHLY BY

The American Society of Mechanical Engineers

•■29 West Thirty-ninth Street, New York

Pkice 35 Cents a Copy, $.3.00 a Year; to Members and Affiliate.?, 25 Cest.-. a Copy, .S2.00 a Year. Postage to
Canada, 50 Cents Additional; to Foreign Coontries, -SLOO Additional

C 55. The Society as a body is not responsible for the statements of facts or opinions advanced in papers or discussions.

Entered as second-cl.iss m.itter. January 4. 1912. at the Postofflce. New York. N. Y.. under tbe act ot March 3. 1879

COMING MEETLXGS OF THE SOCIETY

September 8, San Francisco, Cal. Subject: Hydroelectric Power
Development in Conjunction with that of Domestic Water Supply.

November 18, New Haven, Conn. Fall meeting with after-
noon and evening sessions, Mason Laboratory of Mechanical En-
gineering, Sheffield Scientific School, Yale University. Subject:
The Generation and A])])lication of Electricity in Manufacturing.

Annual Meetincj, December 1-4, New York City. There will be
a session on Engineering Metals, particularly Steels of Construction
and for Tools; Cast Irons; and Alloys of Copper, Tin and Aluminum,
etc.; and the entire day on Thursday, December 3, will be devoted
to the general subject of the Engineer in Public Service, taking up
problems in municipal engineering which are of interest to the
mechanical engineer. The sub-committees on Railroads and Ma-
chine Shop Practice are arranging for sessions, and there will un-
doubtedly be groups of papers given under the direction of other
committees, besides one session at which several important miscel-
laneous papers will be read.

THE JOURNAL OP^

THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS

(Including- Transactions)

Volume 36

August 1914

Number 8

PUBLIC SERVICE AT THE ANNUAL MEETING

Some years ago the Constitution of the Society was
amended to provide for a Committee on Public Rela-
tions, to have charge of those activities of the Society
which include service to the jiublic other than that
rendered directly to the individual members and to the
profession as a whole.

In furtherance of this idea the Public Relations
Committee announces that Public Service has been
designated by the Committee on Meetings as the cen-
tral theme for the Annual Meeting in December 1914.
At the request of the Committee, the Public Relations
Committee has taken charge of the program for Thurs-
day, December 3, and it will be devoted to papers on
municipal engineering and related matters. The ses-
sion will be opened by John Purroy Mitchel, Mayor of
the City of New Yoi-k, and the following papers, among
others, will be presented during the day, according to
a schedule to be arranged later :

Snow Removal, a Report of the Committee on Resolu-
tions of the Snow Removal Conference held in Philadel-
phia, April 16-17, 1914.

Utilization of Municipal Wastes, by Irwin S. Osborne,
designer and operator of the Columbus, 0., Garbage Dis-
posal Plant, and consulting engineer of the cities of Phila-
delphia, New York, Washington, D.C., and Toronto,
Canada.

The Training of Municipal Ejiplotees, by H. M.
Waite, City Manager, Dayton, 0.

The Cleaning of Public Buildings, by Wm. H. Ball,
Chief, Bureau of City Property, Philadelphia.

The Future of the Police Arm, by Henry Bruere, City
Chamberlain, New York City, and Director of tlie National
Bureau of Municipal Research.

Controlling Factors in Municipal Engineering, by
Morris L. Cooke, Director, Dept. of Public Works, Phila-
delphia.

A Study of Cleaning Filter Sands, by Sanford E.
Thompson, Consulting Engineer, Newton Highlands, Mass.

Municipal Colleges in Germany, by Clyde L. King, In-
structor in Political Science, University of Pennsylvania.
Philadelphia.

The Design and Operation of the Clevkiaxd Munic-

ipal Electric Light Plant, Frederick W. Kallard, Commis-
sioner of Lighting, Dept. ot Public Utilities, Cleveland, Ohio.

This program only suggests the scope to be covered
;md furtlier papers from our membership are re-
fiuested.

The Society feels that it has a great opportunity in
welcoming to its membership the growing body of en-
gineers who are now engaged in putting the adminis-
trative work of our cities on an engineering basis.
Branches of municipal work which but a few years ago
were considered as having no engineering significance
have assumed such proportions and are conducted
along such lines as make imperative the employment
of technically trained men. It is suggested by the
Committee that this is an opportune time to present
short memoranda, covering not more than two pages,
outlining any recent changes in the conduct of differ-
ent kinds of municipal work, which tend to put them
upon an engineering basis and which may have come
under the observation of our members.

IMPORTANT HEARING ON BOILER
SPECIFICATIONS

, Attention is called to the hearing to be held in the
rooms of the Society on September 15 at 10 a.m., at
which arguments and suggestions are to be presented
upon the proposed report of the Committee to Formu-
late Standard Specifications for the Construction of
Steam Boilers and other Pressure Vessels and for Care
of Same in Sei-vice.

This report promises to be one of the most important
ever issued by the Society. A large number of copies
of a tentative draft of the report have already been
sent to individual engineers, qualified to pass judg-
ment upon it, and many helpful suggestions have
been made. At the hearing in September, it is ex-
pected that accredited representatives of a number of
organizations will appear, so that when the report
finally comes up for discussion at the Annual Meeting,
it will represent the concerted efforts of many able en-
gineers and be in a form that will be generally accept-
al)le to societies interested in steam boiler construction.

Ill

IV

SOCIETY AFFAIRS

AN OPPORTUMTY FOR WORK'

It is only oeeasioiially tliat we have an opportunity
to discuss together wliat we as a Society are doing, and
I am glad of the occasion to do so.

Membersliip in this Society should have as its pur-
pose the oj)portuuity for work ratiier than any per-
sonal benefit wliich may be derived, and we should all
have an increasing sense of responsibility and piivilege
to render service.

All our committees, -sucli as for instance the Boiler
Specifications Committee, whose efforts have been the
subject of discussion at this meeting, are doing zeal-
ous work, and such effort and loyalty to their profes-
sion is to be commended.

The committee -whose work is continually being
brought before you is the Publication Committee, and
they, with the offiee staff, are endeavoring constantly
to make our publication the best mechanical engineer-
ing paper in the field. This means, of course, a great
deal of effort in editorial work and policy. I want to
touch upon a point of controversy which has arisen
through the attempt of the committee and the Council
to direct the Society's efforts along what they consider
the most intelligent line.

Only in America do technical societies publisli two
sets of publications, weekly or monthly or quarterly,
and at the end of the year a bound volume in addition.
Eveiy German and every Frenchman and every Eng-
lishman saves his journals as a matter of course and
has them bound up, if he wishes them, at the end of
the year, and all but four or five societies in America
do likewise. We are one of those four or five extrava-
gant societies that present each member with a com-
plete set of joui'nals and at tlie end of the year a hand-
some bound volume in half morocco. The Council,
after eonsidei-al)le thought on the matter, felt justified
in wishing to divert the money spent in piling up such
a set of books for the sentimental satisfaction involved,
into what they considered more useful channels, but it
has not worked out as the Council and Committee
hoped. This evidently has not been properly put be-
fore the membership, as the Publication Committee and
the Council are confident the membership would ap-
prove. Some of the other uses for the money now-
going into Transactions would be such work as the ad-
vancement of committee activities siich as that of the
Boiler Speeifieations Committee. The limited edition
of the code w-hich was issued for pi-elimiuary distribu-
tion cost $3000, and it must be obvious that this is only
a beginning. A similar amount has been spent by the
committee niend)ers themselves in their zeal to carry
the work through. This is a customary thing in other
societies, to have the membei-s spend their own money
in a public spirited way for the profession, but our
ow-n members are only beginning to i-ealize that it is a

' Iti'marks made by Calvin W. liioo. Seori'tniy, al tlio Spiiiif; Moot-
ing. St. Paul. Minneapolis, 1014.

privilege to spend their own money and their own time
for the benefit of the profession. Mr. Stott, the chair-
man of the Flange Committee, has spent several years'
time and great labor and expense in preparing charts
to show a sj'stem by which flanges for high-pressure
pil)ing may be designed, and have some continuity of
design. Because it is customary for the Society as
such to pay for all the cost of committee work we are
constantly pressed for funds.

We have seventy-five committees in the Society at
work in different ways, and the Council and the Pub-
lication Committee have thought that the $15,000
which it costs for a duplicate set of publications might
more wisely be spent in the development of the com-
mittee work.

We are also developing a library and a library serv-
ice, so that those at a distance may derive benefit from
the best technical library in the country. This is being
done through searches, covering references to current
articles upon any given subject, the charge for which
is simply the actual cost of the labor involved in pre-
paring the copy. This copy can be supplied either in
the form of the magazines themselves, purchased by
the library, or ma.y be a typewritten transcription or
a photographic reproduction of the articles.

During the coming Annual Meeting we are to have
an entire session on the Relations of the Engineer to
the Public, conducted by our Committee on Public Re-
lations. ]\Ir. Morris L. Cooke, director of public works
at Philadelphia, has been instrumental in securing the
most expert men available in the country to speak on
subjects pertaining to engineering in the administra-
tion of a city.

This Society, with four others, has invited over 350
engineering societies of the world to come to America
next year and unite with us in our celebration of the
great engineering achievement, the completion of the
Panama Canal, and over 175 of these have accepted.
We were royally entertained in Germany last summer,
not only by the "\'erein, but by Germany as a nation
and by the various municipalities, as no society has
ever been entertained before. Before that, in 1910, we
were shown exceptional courtesies in England, and
further back still, France was our host, so that we owe
these foreign engineers the best w-e can give them. We
have formed a joint reception committee, and Dr. Alex.
C. Humphreys and Mr. Walter M. McFarland ai*e re-
spectively its general chairman and vice-chairman.
This committee will need the cooperation of all our
membership wherever they are situated in showing
these engineers the hospitality of the various cities and
extending to them the welcome of the profession. All
these things mean participation in a large way in the
affairs of tlie nation and the occupation of the place
whicli we, as engineers, are striving to attain, namely,
the position of national influence. I want to say
that our Society is doing things all tlie time, and that

SOCIETY AFFAIRS

V

it is a good fSociety to be a member of. But I wish to
empliasize that our position as engineers individually,
as a Society, or as a profession, will be in direct pro-
portion to the service which we render to the commu-
nity in which we live, to the profession of which we
arc a Society, and to our great country of which we
are citizens.

Calvin W. Rice, Secretary.

A CALL FOR SPEAKERS

An invitation is extended to the members of the
Society to volunteer their services to address the
Student Branches during the coming season. Thirty-
two of the leading colleges and technical schools of the
country at present have associations which are affili-
ated with the Society and hold stated meetings under
its jurisdiction. Most of the branches hold monthly
meetings from October to May, and it is customary to
have experts in various lines of engineering and indus-
trial activity give talks or lectures at these meetings
on some subject of current interest.

The Society undertakes to assist in the preparation
of programs for each of its Student Branches and the
rapid growth in the number of branches in the past
few years makes it increasingly difficult to locate a
sufficient nixmber of speakers.

A generous response from the members to the invita-
tion is anticipated, and it is requested that those who
reply indicate the topics with which they are most
familiar. Programs are already being formulated and
a prompt response is therefore solicited. Members
wishing to volunteer their services should communicate
with the Secretary.

INTERNATIONAL ELECTRICAL CONGRESS

The purpose of the forthcoming International Elec-
trical Congress in San Francisco in 1915 is twofold :
the bringing together of a large and representative
body of electrical engineers from all over the world,
who shall find interest and inspiration in the Congress ;
and the erecting in its published transactions of a
notable milestone of electrical engineering progress
and development as a permanent record of contem-
poraneous electrochemical achievement. These pub-
lished transactions will be available to members of the
Congress at such a low price that either in part or as
complete sets they will be within reach of all. Those
who may be unable to attend the Congress may find
a large measure of participation through possession of
the transactions.

The meetings will be divided into twelve sections
and there will probably be thirteen volumes in the
complete set of its transactions, as follows :

(1) Generation, Transmission and Distribution

Central station and substation desian, control and

oijeration. Long distance transmission of electric
power.

(2) Apparatus Design

Generators, motors and transformers. The rating
of machinery.

(3) Electric Traction and Transportation

City, surface and rapid transit railways; interurban
and trunk lines; electric vehicles, ship propulsion,
mining railways, elevators, and hoists.

(4) Electric Power for Industrial and Domestic Use

Factories, mills, refrigeration, heating devices, etc.

(5) Lighting and Illumination

Are and incandescent lighting; the science and art
of illumination.

(6) Protective Devices; Transients

Switches, circuit breakers; condensei's; electro-
statics; disruptive phenomena; high-frequency phe-
nomena.

(7) Electrochemistry and Electrometallurgy

Electrolj-tic and metallurgical apparatus and pro-
cesses.

(8) Telegrai^hy and Telephony

(a) All communication of intelligence by the use
of wires. (b) Electromagnetic waves and radio-
telegraphy and telephony.

(9) Electrical Instruments and Electrical Measurements

Switchboard, portable, standard and absolute instru-
ments. Testing and standardization methods ; abso-
lute measui'ements.

(10) Central Station Economics

Load factors, power factors, measurement of max-
imum demand and all problems affecting the econ-
omy of central stations; also rates, their regulation
and legislation.

(11) Electrophysics

Radioactivity; Rontgen rays; gas and vapor con-
duction; electron theory; constitution of matter, etc.

(12) Miscellaneous

Such as history and literature of electrical engineer-
ing; symbols and nomenclature; engineering educa-
tion and ethics.

(13) General Congress Proceedings

Communications may be addressed to

Preston S. Millar, Secretary-Treasurer

80th Sti'eet and East End Avenue

New York, N. Y.

PUBLICATION PLANS OF THE INSTITUTION
OF MECHANICAL ENGINEERS

The Institution of Mechanical Engineers of Great
Britain has taken an important step in the establish-
ment of a monthly Jounial. the first issue of which ap-
peared in June. In size of page and typographical
appearance it follows substantially the style of the
pamphlet papers regularly issued by the Institution in
advance of meetings.

VI

socip:ty affairs

The particulai-ly interestiug feature of tliis first num-
ber is an announeenicnt of tlic new publication plans
of the Institution. For many months the council has
had under consideration methods of bringing into
closer touch with the work of the organization those
members who are resident in the country or abroad,
and who are consequently unable to attend the meet-
ings regularly. The outcome was the establishment of
the Journal and an arrangement for bimliiig that part
of it which constitutes the Pi'oeeedings or Transac-
tions; together with tiie advance printing of papers in
pamphlet form, to be sent out upcm request to mem-
bers desiring them. In all particulais the plan is like
that recommended also In- the Publication Committee
and Council of The American Society of Mechanical
Engineers, and it is pleasing to note that the two socie-
ties, tiifough the investigations of separate and inde-
pendent committees, an-ived at the same conclusions.

An examination of the present issue of the Journal
shows that it is divided into two parts, each with an in-
dependent pagination. Part one contains information
such as notices of coming meetings. In this particular
instance, the program of the July-Paris meeting of the
Institution, with abstracts of the papers to be pre-
sented, is given. By perusing these any member can
judge whether or not a paper deals with matters in
which he is interested or on which he desires to present
a discussion, and if this should be so, a copy of the
paper will be sent him.

Part two is of a different character and contains the
full text of the papers presented at the previous meet-
ing, together with the discussion so far as it can be
completed up to the time of going to press. In the next
issue following, the first place will be given to the com-
pletion of this discussion and the author's reply. This
will be followed by the text of the next paper read, etc.

The Institution in various ways is enhancing the
value of membership to those residing outside of Lon-
don, and it is expected that arrangements will be made
by which papers w-ill be read simultaneously in other
cities at the same time they are presented in London.
Recent improvements in the house of the Institution
will aid materially in this work. Through the acquisi-
tion of additional land, an enlargement of the building
has been made. The main staircase has been widened
and the ground floor now^ provides ample accommoda-
tions for the secretary and his staff in the new part of
the building. On the mezzanine floor above these
offices, a spacious committee room is to be found, and
the council room is now located on the first floor, open-
ing into one wing of the librarj'. On the third floor a
reading room and a smoking room for the members
have been added. The design for the enlargement was
made by Mr. James Millar of Glasgow, also the archi-
tect for the building of the Institution of Civil Engi-
neers which faces that of the Mechanical Engineers on
Princes Street, the frontages of the two buildings being
rather similar in character.

OPEXIXC; OF THE NEW SOCIETY HOUSE OF
THE VEREIX DEUTSCHER IXGEXIEURE

On June 5 the new society house of the Yerein deut-
scher Ingenieure was opened with appropriate exer-
cises, at which The American Society of Mechanical
Engineers was repi-esented by Fi-ank B. Gilbreth. who
was appointed Honorary Yice-President by the Coun-
cil for this occasion. The new building is a magnificent
structure, finished in the most substantial manner and
utilized solely for the work of the Yerein.

The proximity of the Imperial House of Represen-

FoRMER Home of xmj Vekein deotscher Ingenikure

tatives on the one hand, and the Brandenburg Gate on
the other, imposed on the architects the difficult prob-
lem of designing a building in keeping with these two
structures. This problem was solved in an admirable
manner and the effect of large and impressive spaces is
secured by connecting the windows of the first and sec-
ond floors and maintaining the effect of vertical lines
by suitable treatment of the walls, with crowns over the
windows of the upper floors. Between the windows is
a notable series in bas relief of the heads of famous
German engineers, designed by Hugo Lederer.

On the ground floor is a spacious entrance hall and
staircase, the main part of this floor, however, being
unused at present and reserved for the future needs
of the society. The featui'e of the building is the main
meeting hall on the next floor, where are also several
committee rooms. The main hall is decorated by
a series of mural paintings, one of which is a view
of Alexisbad in the Harz Mountains, where fifty-eight
years ago twenty-tliree young engineers founded the

SOCIETY AFFAIRS

VII

V^erein. Another panel shows the Technical High
School of Berlin and another the German Museum at
Munich. At one end is an allegoiical painting typify-
ing engineering.

Two upper floors are devoted respectively to general
offices for conducting the affairs of the Society, and the
editorial and literary work and drafting connected
with its pxiblieations, which form so important an ele-
ment of the work of the Verein.

In a very high degree the Verein deutseher Ingen-
ieure is what its name implies, the Soeiet.y of German
Engineers. While there are active and well patronized
societies of electrical
and mining engi-
neers, practically
every German engi ■
ueer desires to be-
come associated witli
the parent society.
At the end of 1913 it
had a membership of
24,500, more than a
thousand times its
charter list.

The influence o f
the Verein, as a bond
between German en-
gineers, extends far
beyond the geograph-
ical confines of the
German Empire. In
addition to forty-
eight local sections
there are several re-
cently created for-
e i g n branches, i n

Austria, England, China and in this countr_y. These
sections are practically autonomous. They have their
own constitutions approved by the parent body, their
own governing councils, may select honorary members.
and receive a certain share of the dues paid in by theii-
members. A local section may be formed, with tlie ap-
proval of the Verein council, by not less than 150 mem-
bers of the organization.

The activities of the Verein extend considerably be-
yond the limits of mere reading of papers and discus-
sions. Through its committees and funds, but above
all through the hearty collaboration between its mem-
bers and the organizations of which they direct the
policies, the Verein exercises a potent influence on the
development of technical education in Germany, and
the standards of engineering research, especially such
as is conducted in the laboratories of the splendidly
equipped German Technical High Schools. Through
its various committees the way is often paved for gov-

The New Hoitse of the Verein detttscheh Ingenietjre

eriniiental regulations, and manufacturers are helped
to adopt uniform practices in the classification of their
output.

The publications of the Verein comprise the weekh'
Zeitschrift containing both papers presented before
the various sections of the Society and contributions
by members, as well as the usual editorial departments.
The original articles are also available in separate re-
prints, the price of which is made especially accessible
to members and students of engineering schools. As
a supplement to the Zeitschrift is published a monthly,
Technik und Wirtschaft, the purpose of which is to

promote the knowl-
edge of economic and
social subjects among
engineers. Another
important publica-
tion is ' ' Communi-
catious concerning
Researches in t h e
Field of Engineer-
ing," consisting of
pamphlets appearing
at irregular inter-
vals, and presenting
tlie result s of re-
sea rches conducted
under the auspices of
tlie Verein, mainly in
the laboratories of
teclmical schools. As
a rule, extensive sum-
maries of these re-
searches appear in
the Zeitschrift some
time previous to the
l)ublication in complete form in the Communications.
In addition the Verein publishes several series of
books, such as Contributions to the History of Engi-
neering and Industry and History of the Verein deut-
scher Ingenieure.

Wliat is perliaps the most important result of the
work of the Verein, however, is of such a nature that it
can hardly appear in its official reports ; and that is the
change in the public opinion concerning the engineer-
ing profession in Germany in the last fifty years. For
example, Werner von Siemens in his autobiography^
explains more than once that his social recognition was
due to his status as a Prussian officer of artillery,
rather than to his success as an engineer and inventor.
That this situation prevails no longer and that engi-
neers as such are recognized for their accomplishments
and are leaders in public activity is due in large meas-
ui'e to the work of the Verein and tlie growing influence
of its members.

VIII

SOCIETY AFFAIRS

DUTIES AND RESPONSIBILITIES OF THE
ENGINEER '

By Henhy I.. Ganit

•I wish to take this opportunity to hiy befoi'c you in
a few words, my idea regarding certain duties and I'e-
sponsibilities, which, if I read the signs of the times
ai'iglit, will rapidly fall upon the shoulders of the engi-
neer. In some quarters the engineer has already as-
sumed these duties and responsibilities; in others, it
has not yet been recognized that these duties belong to
the engineer ; but inasmuch as they are problems affect-
ing our national welfare, and the engineer seems the
only man fitted to solve them, there is no question that
he will ultimately have to accept the responsibility for
their solution.

It has been said that we are an industrial nation. I
feel that we are only just beginning to be an industrial
nation, and shall not be fully entitled to that name
until we have a more complete knowledge of the prin-
ciples on which successful industry is based. Too many
of our enterprises are still founded on what has been
done rather than on ivhat can be done. The real in-
dustrial leader must be guided by future possibilities
rather than past performances. The growing disposi-
tion among the people of all lands to abolish special
privileges of every kind, is going to make it necessary
for those who carry on industrial operations to depend
more and more upon their own efficiency, and to get
awa^- as rapidly as possible from the errors of past
jn-aetice. We can no longer blindly follow the trail of
those who have gone before simply because they were
.successful. What spelled success yesterday, may spell
failure tomorrow. Knowledge, not precedent oi- opin-
ion, must be our guide. The man whose special tiain-
ing fits him to acquire the necessary knowledge is the
engineer: he works with facts which he obtains by in-
vestigation ; others are usually guided by opinion,
which is too often inherited or copied.

Beginning as a designer of power plants, tlie me-
chanical engineer has become the most important fac-
tor in our development as an industrial nation. Con-
tent at first to design and install plants and equipment,
he has realized that it was equally his function to op-
ei'ate them efficiently. This realization is the origin of
the present widespread interest in the art of manage-
ment, which is simply an attempt to apply to the sub-
ject of management the methods which the leading en-
gineers have already so successfully applied to that of
design. It is only natural that in the attempt to make
sueli an application, the degree of success will, at first,
largely depend upon the ability and training of the
engineer undertaking the problem, but the day will
come when the principles underlying the managing
mechanism for an industry will be as clearly defined
and as well understood as those underlying the design

' Address at the opening scs.«ion of the Spring Meeting, St.
Paul, Minn., .June 1014.

of a steam engine, or an electric generator. It is the
function of the engineer to discover or develop these
principles. This is not an easy job, for the human
factoi' is the prime one to be considered, and many well-
iiitejitioned people have not yet learned that the man
in ovei-alls does not differ essentially from the man in
the silk shirt.

During oui- visit to Germany last summer the high
estimation in which the engineer was held in that coun-
try was evident on all sides. There, he is looked up to
for the solution of all their industrial problems, and is
no doubt largely responsible for the rapid industrial
progress of that nation. Recognizing the importance
of the educated engineer, and realizing that unless he
had equal rank with other professional men, he would
not have the influence that he should have, the Ger-
mans invented the degree of Doctor of Engineering,
and bestowed it liberally, with the result that the new
profession soon took rank with the older professions in
the estimation of the people, and we found many of the
highest civic positions held by the leading engineers.
What could be more appropriate in an industrial na-
tion?

The greatest industrial problem before us as a nation
today is the relation between employer and employee.
Congress has recognized this fact by appointing a com-
mission to study the subject, and to recommend legis-
lation. This commission, before whom I had the honor
of testifying not long ago, is composed of verj^ intelli-
gent and capable men, and one woman whose insight
and s^^npatllies are very keen. On this commission the
manufacturer, the lawyer, the economist, the philan-
thropist and the labor leader are to be found, but there
is no engineer. Can we have any better evidence that
the people at large have not yet discovered the engi-
neer, or that they do not know what his function is ?

How are we to bring to the attention of our legisla-
tors the fact that there are people in the community
whose business it is to investigate and find the solution
of industrial problems? Should our local sections not
make education on this point one of their duties ?

The present iinsatisfactory industrial situation is due
largely to the fact that most attempts to solve these
problems have been made by the financier and the
workman, both of whom have attempted to find a solu-
tion which would give his class the advantage. Finan-
ciers on the one hand, and unionists on the other are
thus continually on the verge of a conflict.

Wliat is the solution ? Somebody must come between
these two and study the subject from an impartial
standpoint, and with the object of doing justice to
each. The man M-liose training best fits him for this
work is the engineer, and in many cases where he has
attacked the problem the results have been most en-
couraging. With increasing knowledge and experience
he promises to make rapid progress in the near future.

If engineers as a class and people in general can be
brought to recognize that the engineer is the man best

SOCIETY AFFAIRS

L\

fitted for solving tlie j^robleins he lias had siicli a large
part in creating, we may hope in a few years to see
marked progress toward industrial peace.

APPLICATIONS FOR MEMBERSHIP

Members are requested to scrntinize with the utmost
care the following list of candidates who have filed ap-
plications for membership in the Society. These are
sub-divided according to the grades for whicli their
age would qualify them and not with regard to pro-
fessional qualifications, i.e., the age of those under tlie
first heading would place them under either Member,
Associate or Associate-Member, those in the ne.xt class
under Associate-Member or Junior, while those in the
third class are qualified for Junior grade only. The
Membeiship Committee, and in turn the Council, ui'ge
the members to assume their share of the responsibility
of receiving these candidates into the Membership by
advising the Secretary promptly of anyone whose eligi-
bility for membership is in any way questioned. Mem-
bers will be furnished witli complete records of any
candidate thus questioned. All correspondence in re-
gard to such matters is strictly confidential and is
solely for the good of the Society, which it is the duty
of every member to promote. These candidates will be
balloted upon by the Council unless objection is re-
ceived before September 10, 1914.

FOR CONSIDERATION AS MEMBER, ASSOCIATE OR ASSOCIATE-
MEMBER

Adams, Conrad R., Wks. Engr., F. I. A. T. Co., Pongh-

keepsie, N. Y.
Almert, Harold, Cons. Engr., The Rookery, Chicago, 111.
Anderson, Emil C, Mech. Engr., Colorado & Southern

Rwj'., Denver, Colo.
Bassett, GEOR(iE B., Pres. and Genl. Mgr., Buffalo Meter

Co., Buffalo, N. Y.
BocKirs, Charles A., Asst. Mech. Engr., Fuel Testing Co.,

Boston, Mass.
Bourne, Ralph H., with Whiting Foundrv Equipment Cn.,

Harvey, 111.
BuENET, Toji, Engr.-in-eharge, Bulawayo Water Works Co.,

Ltd., Bulawayo, So. Africa
Burpee, Frank E., Prof, of Mech. Engrg., Bueknell Univ.,

Lewisburg, Pa.
Carter, Harry D., Mech. Engr., Samuel M. Green Co.,

Springfield, Mass.
Cilley, Raymond, Designing Engr., Trov AVagon Works

Co., Troy, Ohio
Cl.arke, Edgar W., Ch. Engr., Cambria Steel Co., Johns-
town, Pa.
Cleghorn, Mark P., Assoc. Prof. Mech. Engrg., Iowa State

College, Ames, la.
Coppman, Joseph P., Supt. Dept. Mchv., National Transit

Co., Oil City, Pa.
CONRAN, Fred M., Supt., The Torrington Mfg. Co., Turring-

ton, Conn.
Cramer, Viwhe P., Experimental Engr., The Garford Co.,

EhTia, Ohio
Crane, J. B., Commercial Engr., Great Nortliern Power Co.,

Duluth, Minn.
Cutler, Frank G., Chief, Bureau of Steam Engrg., Ten-
nessee Coal, Iron & R. R. Co., Enslev, Ala.
Davis, Fred R.^ Ch. Engr.; Pwi-. Plant, Pittsburgh Plate

Glass Co., Kokomo, Ind.
Dean, Henry L., Mech. Engr.. Compressor Dept., Chicago

Pneumatic Tool Co., New York

Dodge, Fkkderick H., Pres., The Oliio Electric Car (.'o., To-
ledo, Ohio
Doughty, John H., Mech. Engr., Lehigh & Wilkes-Barrc

Coal Co., Wilkes-Barre, Pa.
Dunham, Walter E., Supvr., Motive Pwr. and Mchy., Chi-
cago & North Western Rwy., Winona, Minn.
Ehrman, Edwin H., Secy, and Factory Mgr., (Jhicagd

Screw (lo., Chicago, 111.
Elsas, Oscar, Pres., Fulton Bag & Cotton Mills, Atlanta,

Ga.
Fales, George L., Supt. Pwr. Dept., Tennessee Copper Co.,

Cojjperhill, Tenn.
FiNKLE, Frederick C, Cons. Engr. in Mech. and Hyd. AVork,

Los Angeles, Cal.
FoGARTY, Michael J., Mgr. and Prop., Machine Shoj),

Brooklyn, N. Y.
Frauenpelder, Joseph B., Ch. Engr., Lake Torpedo Boat

Co., Bridgeport, Conn.
Gentzel, Perry H., with The Cincinnati, Hluffton & Cliicago

R. R., Huntington, Ind.
GiLSON, Henry R., Ch. Engr., National Metal Molding Co., ■

Pittsburgh, Pa.
Glenn, John F., Contr. Engr., The AVickes Boiler Co., Buf-
falo, N. Y.
Gordon, Leo A., Supvr. Engrg. Dept., City of Fall River,

Mass.
GuBNEV, Howard F., Pres. and Genl. Mgr., Gurney Elev. Co.,

New Y'ork.
Hall, Walter H., Mech. Sujtt., Chelsea Fibre Mills, Brook-
lyn, N. Y.
Hamilton, John AA"., Senior Member, Hamilton & Chambers,

New York
Han.sen, Anton, Ch. Draftsman, The Kelly «& Jones Co.,

Greensburg, Pa.
Harter, Clarence J., Cli. Draftsman, Remington Arms-U.

M. C. Co., Bridgeport, Conn.
Hartford, John A., Secy, and Genl. Mgr., Breese Motor

Plow Co., AA^apakoneta, Ohio
Havnes, Charles A. R., Asst. Engr., The New York Steam

Co., New York
Jewell, George H., with Lytton Mfg. Corp., Franklin, Va.
IvE.iTiNG, Thomas E., Engr., Turbine Engrg. Dept., The

AYestinghouse Mch. Co., East Pittsburgh, Pa.
King, William R., Cons. Engr., with S. F. Tainter, New

York
Kotter, Geor(;e, Suiierintending Engr., Hamburg-American

Line, New Y'ork
Laine, AVilliam B., Engr., American Tobacco Co., New York
Latiirop, Daniel AA^., A'ice-Pres., Atlas Crucible Steel Co.,

Dunkirk, N. Y.
Lawton, Ralph AA"., Mgr., Jew^ell Exjiort Filter Co., Cal-
cutta, India
LoEwv, George J., Principal, IMurray Hill A'ocational School,

New York
Lowell, Floyd C, with Prentiss Tool & Supply Co., Buffalo,

N. Y.
McGahey, Calvert R., Mech. and Elec. Ens:r., Baltimore,

Md.
MacKlind, AA'illiam R., Mgr. Engrg. and Constr. Dept., The

Sherwin-AA'illiams Co., Cleveland, Ohio
Mills, Charles, Foreman Pattern Shop, California Iron

Works, Riverside, Cal.
Ml-ncy, A'ictob E., Prof, of Meelis. and Applied Elec, Ohio

Mechanics Inst., Cincinnati, Ohio
Nickelsen, Theodore, Cons. Sugar Engr., Manila, P. I.
Ormond, John C, Ch. Material Agt., Messrs. Tickers Ltd.,

Harrow, England
Pennock, Richard M., Mech. Engr., Pennsylvania Dept. of

Labor & Indus., Harrisburg, Pa.
Roberts. Arthur L., Mech. Engr., Lehigh A'alley R. R.,

South Bethlehem, Pa.
Ro(iER, John P., Plant Engr., Babcock & AA'ilcox Co.. Barber-
ton, Ohio
RuNYAN, Frank K., Su]ivr. of Production, The Dayton

Engrg. Laboratories Co., Dayton, Ohio
Schmalz, Charles H., Asst. Master Mech., Anaconda Cop-

jier Mining Co., Great Falls, Mont.

X SOCIETY

ScHNEiDKR, Gkrhart A., Works Engr., StaiKlard Steel Car
Co., Ilaiiimoncl, Ind.

ScuREiiiER, Carl T., Publicity Engr., Hill Publishing Co.,
New York

Schrkiber, John W., Mcch. Engr., Aluminuiu Company of
America, Pittsburgii, Pa.

ScRUGiiAM, James G., Prof, of Mech. Engrg., University of
Nevada, Reno, Nev.

Sheehv, Jouk P., Foreman, The O. M. Edward Co., Inc.,
Syracuse, N. Y.

Shepard, Georoe R., Mech. Eugr., Hydraulic Power Co.,
Niagara Falls, N. Y.

Ste\-exs, Au.stix p., Master Mech. and Ch. Engr., Cochrane
Chemical Co., Everett, Mass.

STiiiK)S, Morris H., Plant Mgr. Dunkirk, N. Y., Plant.
United States Radiator Corj)., Dunkirk, N. Y.

Stoll, Clarence G., Supt., 15oll Telephone Mfg. Co., Ant-
werp, Belgium

Sykes, Wat,ter J., Head of Mech. Dopt., Div. of Works,
Panama Pacific luternatl. Exposition, San Francisco,
Cal.

TiiOR.v, GEORf.E W., Armour Institute of Technology, Chi-
cago, HI.

UpiNCiTON, George P., Sales and Combustion Engr., Blais-
dell-Cauady Co., New York

VON YiTTiNGHOFF, Hans, Secv. to Vice-Pres., Stone & Web-
ster, Boston, Mass.

Wiebe, Sigard J., Cons. Engr., Brooklyn, N. Y.

Williams, William E., Local Engr., American Car & Foun-
dry Co., Berwick, Pa.

Wohlers, Charles, Designing Engr., Electric Bond & Share
Co., New Y'ork

Worker, Joseph G., Engr. Stoker Dept., W^estinghouse Ma-
chine Co., Chicago, 111.

Weight, Howard G., Ch. Draftsman, Washoe Reduction
Works, Anaconda Copper Mining Co., Anaconda, Mont.

for consideration as associate-member or junior

A\'ERT, Harold T., Ch. Draftsman, Ames Iron AVorks, Os-
wego, N. Y.

Bachman, Benjamin B., Engr., The Autocar Co., Ardmore,
Pa.

Brunner, Hans, Mech. Engr., Essex Rubber Co., Inc., Tren-
ton, N. J.

Bryan, Walter E., Supt., Pwr. Stations, United Railways
Co., St. Louis, Mo.

Cahill, Edward H., Engr., Mottlau Transmission Co., Phila-
delphia, Pa.

Carson, Charles B., Mech. and Constr. Engr., Taylor In-
strument Cos., Rochester N. Y.

Clark, William F., Heating and Ventilating Engr., State
Architects Office, Albany, N. Y.

Engblom, Alexander, Mech. Engr., Sidney Blumenthal &
Co., Shelton, Conn.

French, Jajles C, Ch. Engr., F. C. Austin Drainage Exca-
vator Co., Winthrop Harbor, 111.

Gallaher, Alvan H., Asst. Engr., Barrett Mfg. Co., New
York

Gilbert, Huntly H., with Pressed Steel Car Co., Chicago,
111.

Jefferson, Carl J., Asst. Supt. Mfg., American Ice Co.,
Philadelphia, Pa.

LiNDEMUTH, Francis L., S(|uad Foreman, Drawing Room,
Cambria Steel Co., Johnstown, Pa.

McPherson, Charles J., Asst. Ch. Draftsman, J. G. Brill
Co., Philadelphia, Pa.

Moore, AN'ilijam J., Designing Engr., Niles-Bement-Pond
Co., Plainticld, N. J.

Nayt,or, Charles L., Mech. Engr., E. F. Houghton & Co.,
Philadelphia, Pa.

Rennie, Walter M., Asst. Res. Engr., Gardner S. Williams,
Ann Arbor, Mich.

ScoFiELD, Gilbert J., Mech. Engr., Hilliard Clutch & Mchv.
Co., Elmira, N. Y.

SwANSON, Herman O., with Jamestown Table Co., James-
town, N. Y.

AFFAIRS

SzL, Ping Ntoen H., Engr., Liiike Hofmann Werke, Breslau,
Germany

Tiio.MAs, Raymond H., Mch. Designer, Russell, BurdsaU &
Ward Bolt & Nut Co., Port Chester, N. Y.

Wait, William B., Asst. Engr., Spreekels Sugar Refining
Co., Philadelphia, Pa.

Y'ouNG, Emanuel J., Foreman of Elec. Repair Shops, Cam-
bria Steel Co., Johnstown, Pa.

FOR consideration as junior

Bkchert, Fred J., Instr. in Mech. Engrg., Texas Agri. &
Mech. College, College Station, Texas

Besse, Eldred E., Mech. Engr., Lowell Gas Light Co., Low-
ell, Mass.

BoLTE, Edward E., Draftsman, Waugh Draft Gear Co., Chi-
cago, HI.

Clapp, Richard B., Load Dispatching Engr., Penn. Water
& Power Co., Baltimore, Md.

Cook, Henry P., Draftsman, Babcock & Wilcox Co., Bay-
onne, N. J.

Drew, William N., Chem. Engr., Western Precipitation
Co., Los Angeles, Cal.

Hall, Leigh S., with Hall Brothers Supplv Co., Concord,
N. H.

Heinemann, Adelbert L., Inspr. Test Dept., Pennsylvania
R. R., Altoona, Penn.

HiLYAKD, LeRoy, with International Steam Pump Co., Phil-
adelphia, Pa.

HosMER, Fred E., Asst. Mech. Engr. and Draftsman, Gulf
Pipe Line Co., Beaumont, Tex.

IvARCHER, Harry E., Retort Foreman, American Creosoting
Co., Indianapolis, Ind.

McLaren, George C, Mech Engr., WTiittier Water Co.,
Whittier, Cal.

Mansfield, Clifford B., Draftsman and Civ. Engr., The
Palmetto Phosphate Co., Tiger Bay, Fla.

MiLLiGAN, Vincent B., Locomotive Inspr., Louisville &
Nashville R. R. Shops, Lexington, Ky.

Pennell, vS. Howard, Foreman and Inspr., Meter Dept.,
Yarnall-Waring Co., Philadelphia, Pa.

Phillips, Leon R., Mech. Asst., Constr. Dept., Swdft & Co.,
Boston, Mass.

Sanders, Walter C, Mech. Engr., Ccdartown Foundry &
Machine Works, Cedartown, Ga.

Smith, Howard S., Material Inspr., Atchison, Topeka &
Santa Fe R.R., Topeka, Kan.

Strale, Nels W., Coke Plant Operator, H. Koppers Coke
Co., Chicago, 111.

Taylor, John E., Spec. Apprentice, New- York Central &
Hudson River R.R., New Y\)rk

Thojias, Felix, Asst. Pat. Atty., National Cash Register Co.,
Dayton, Ohio

Thornhill, Theodore W., Ms:r.. Charleston Oil Co., Char-
leston, S. C.

Zeiger, Kenneth G., Sped. Apjirentiee, New Y'ork Central
& Hudson River R. R., Avis, Pa.

APPLICATIONS FOR CHANGE OF GRADING

promotion from junior

Brown, Dickson Q., 2nd Vice-Pres., Tide Water Oil Co.,
New York

Heaton, Herman C, Mech. Engr., Sargent & Lundy, Chi-
cago, 111.

Hunt, Eugene A., Mech. Engr., Los Angeles, Cal.

Thomas, George C., Supt., Singer Company, Podolsk, Rus-
sia

Weber, Erwin L. F., Cons. Domestic Engr., Seattle, Wash.

Williams, Nezza N., Junior Partner, E. T. Archer & Co.,
Kansas City, Mo.

SUilMARY

New applications 123

Apiilications for change of grading

Promotion from .Junior 6

Total 12!1

THE SPRING MEETING

rpiIE Spring Meeting at St. Paul-Minneapolis, tlie
A first meeting of the Society to be held in the
Twin Cities, ' ' was a decided success. The attendance
was unexpectedly large, influenced probably as much by
the natural local attractions as by the program of pro-
fessional papers. The Local Committee, consisting of
Max Toltz, Chairman, Chas. L. Pillsbury, Vice-Chair-
uiau, E. J. Heinen, Secretary, Paul Doty and W. H.
Kavanaugh, had made extensive provision for tlie com-
fort and entertainment of the visitors, and the numer-
ous social features, with the various excursions to
plants of interest in the vicinity, were thoroughly en-
joyed.

The meetings were held from June 16 to 19 with
lieadquarters at the St. Paul Hotel in St. Paul,' there
being 121 members registered and 279 guests, a total
of 400. The professional meetings were held in the ball
room of the hotel, with the exception of the Thursday
forenoon session, which was held in the Engineering
Building of the University of Minnesota in Minneap-
olis. The usual Friday morning session was replaced
by technical excursions which, in line with the present
practice of the Committee on Jleetings to provide in-
creased opportunity for social attractions at the Spring
ileetmg, did mueii to add to the pleasure of the meet-
ing. Interest in the meeting was also enhanted by the
pro\asion by the local committee of several papers of
local interest.

The headquarters were opened in the hotel for the
registration of members at noon on Tuesday. At four
o'clock, the elaborately equipped special train arrived
from Chicago over the Chicago, Buriington & Quincy
Railroad, and was met at the Union Depot by special
street cars that conveyed the party to the headquarters.
About llo members and guests came on this train and
reported an enjoyable trip. Several stops were made
en route to view features of interest.

TUESDAY EVENING RECEPTION

At 8 :30 in the evening a reception was held, followed
by addresses by the Chairman of the local committee
by Governor A. 0. Eberhardt, representatives of the
city of St. Paul, including the Mayor, and by H L
Gantt, vice-president of the Society, who, in\he ab-
sence of the President, James Hartness, replied for
the visitors. .Mr. Gantt spoke of certain duties and re-
sponsibilities which will undoubtedly fall upon the
shoulders of engineers. In some quarters the engineer
has already assumed these responsibilities, in others.
It has not yet been recognized that such duties belong
to the engineer; but inasmuch as thev are problems
affecting our national welfare and the engineer seems
to be the man best fitted to solve them, there is no
question but that he will ultimately have to accept the
task of their solution.

269

BUSINESS SESSION

The business session of the Spring Meeting was
called to order on Wednesday morning by Vice-Presi-
dent Gantt. As the first order of business, the Secretary
announced the membership ballot upon the amend-
ments to the Constitution, proposed a year ago, with
respect to the grades of Member and Associate-JIem-
ber. These amendments were approved and in each
case resulted in raising the requirement for member-
ship. Under the new plan one must have reached
thirty-two years of age to become a member, and must
have been in active practice of his profession for at
least ten years and in responsible charge of important
work for five years ; or if a teacher, equivalent experi-
ence IS required as professor of engineering in charge
of a department. To become an Associate-ilember, a
candidate must be at least twenty-seven years of age
with six years' professional experience and one year
in responsible charge of work. With these amend-
ments the Society now ranks with those having the
very highest professional requirements.

The Secretary further announced tlie vote of the
tellers on the Code of Ethics publislied in The Journal
for January 1913, by which this was declared to be the
code of the Society.

Henry Hess moved tJiat article C 45 of the Con-
stitution be amended by adding to the list of standing
committees the Committee on Standardization. This
will come up for discussion at the Annual Meeting.

The next subject was the report of the Committee on
Standardization of Flanges. This report had pre-
viously been approved by the Council with an expres-
sion of high appreciation of the work which had been
done. The report as presented was the result of con-
ferences of several bodies interested, held at Washing-
ton, D. C, in March and in the rooms of the Society
m New York in April. At these conferences several
changes were made in the schedule as presented for
preliminary discussion at the Annual Meeting in De-
cember and published in The Journal for January
under the title of the "American Standard." The
various differences of the several interests had been
adjusted satisfactorily with the one exception of the
name by which the report should be known. Earnest
T. Child and Edward B. Denny spoke for the National
Association of Master Steam and Hot Water Fitters
m favor of the name " 191.5 U. S. Standard.'" As the
first report was issued under the name " 1912 U. S.
Standard " and had become widely known, they felt
tliat it would be advantageous to retain the name", with
the date changed. As their organization had initiated
the movement for standardization, the continuation
of the original name would also be in the nature of a
courtesy to them. A. B. Carhart said that ordr-rs were

270

MEETINGS

coming to liis fii'iii foi' "■ I'. S. Standard " flanges as fi
result of the 1912 report, without distinction being
made as to the year, and that confusion might arise
if the revised report should bear a similar title.

A motion was mailc; and carried that the matter of
the name be referred to a committee composed of ap-
pointees of each of the societies or bodies interested in
this report.

Ne.xt followed what i)roved to be tii(> event of the
business meeting, a discussion uj)on the subject of
si)eeifications for steam boilers. The tentative draft
of the Committee on Steam Boiler Specifications had
been printed and distributed among a lai-ge number of
engineers so that the work of the committee might be
cheeked up and revised before the report was submitted
for general discussion as will be the case at the next
Annual Meeting. There had been a meeting at Chi-
cago on tlie previous Monday attended by representa-
tives of the Association of Steel Manufacturers, the
Association of Tubular Boiler Manufacturers and the
Boiler Specifications Committee of the Society at
which there was discussion with regard to the steel
specifications to be embodied in the report. The dis-
cussion on Wednesday morning was mainly a continu-
ation of that started at Chicago and the Chairman an-
nounced that it would be considered informal only.
It led to a motion providing for a meeting at which
the organizations, manufacturers and others concerned
could appear to i^resent their arguments before the
Committee and during the discussion of this the Chair-
man finally asked those most interested to adjourn to
another room so that the resolution could be init into a
definite shape and be presented to the meeting at the
following session. This was done and at the afternoon
session, E. E. Keller, Vice-President, who acted as
Chaii'man at the separate meeting, I'ead the following
i-esolutions :

Resolved that on Septemljer 15, 1914, a eummittee hold
iu the rooms iif' The American Society of Mechanical En-
gineers, 20 West 39tli Street, Xew York, a hearing of all
interested and coiu-erned in the jireliminary report of the
committee ap])ointed to formulate standard specifications for
the construction of steam boilers and other jiressure vessels
and for care of same in service, and that those desiring to
l)artici])ate in the discussion present in -m-iting their criti-
cisms and discussions prior to August 15.

Resolved that in addition to invitations, notification by
imblication in the technical press be given to tiie hearing.

The I'esolutious were adopted after considerable dis-
cussion.

PR()FESS1(JN.\L SESSIONS

Following the b\i.siness meeting, the first technical
session was held on the subject of Powdered Fuel,
which was followed by a topical discussion with several
contributions in reply to a set of questions covering a
immber of items relating to the use of pulverized coal.

Two othei- technical sessions were held during tlic

meeting, one on Wednesday afternoon, with a series of
miscellaneous papers, and one on Thursday' morning
at the University of iliunesota, when papers by local
engineers were presented. These will be reported in
The Jouiiial. The following is a list of the papers
read :

Pti.vERizEi) Coal Burxixc; ix tue Cemest Ixdistrv, R. C.

Carpenter
I'li.vERizEi) Coal roR Steam Making, F. K. Low

Ax IXSTALLATIOX FOR PoWJ)EREU COAL FUEL IN INDUSTRIAL

FrRXACES, Wm. Dalton and W. S. Quigley

IXDUSTRLVL SERVICE WORK IX KxGIXEERING SCHOOLS, J. W.

Roe

Classificatiox axd IIeatixi; X'ahe of Aiierican Coals,
Wm. Kent

The Railroad Track Scale. W. Wallace l!oyd

Gear Testing Machine, Wilfred Lewis

A Flow Meterixg Appliance, A. M. Levin

Power Develop.ment at the High Dam Between Minne-
apolis AND St. Paul, Adolph F. Meyer

The Handling of Coal at the Head op the Great Lakes,
G. H. Hutclunson

Minneapolis Flour Milling, Charles A. Lang

INFERENCE LUNCHEON

Following the adjournment of the Wednesday morn-
ing session, June 17. a conference luncheon veas ten-
dered by the members of the Council to representatives
of local committees and sections in attendance at the
meeting. The Council was represented by Messrs.
Gaiitt, Reist, Keller, Davidson, Jackson, Hess, Hunter,
and Secretary Rice, and 13 representatives of the Min-
nesota section and other local committees, the luncheon
being laid for 21 covers.

Opportunity was here oft'ered for a general discus-
sion of local committee and section matters, and Sec-
retar_s- Rice pointed out the great opportunity for de-
velopment of the activities of the Society through the
local section work, giving an account of the present
state of this branch of the Society's afl^airs. He also
gave an interesting account of publication matters and
other features of general interest in connection with
the work at the headquarters in New York.

WEDNESDAY EVENING LECTURE

On Wednesday evening John Hearding, superintend-
ent of the Oliver Iron Mining Company, Duluth, de-
livered a lecture on Ore Handling, in whicli he showed
all phases of iron mining work on the ilesaba Range
from the rough mining methods in the jtit to the
shipping of the ore and its chemical analysis. The
speaker illustrated his remarks with moving pictures
which showed the processes in the most graphic man-
ner, including the steam shovels at work, the various
methods of mining, especially the open method which
is the one employed with the steam shovel, and finally
the shipment of the ore itself. Sampling of the ore
was shown and also the weighing of each car automat-
ically as the train passes. The rapidity with which a
vessel may be loaded with the ore from the stock bins
into which it is delivered from the train was also shown.

MEETINGS

271

Tliere was a large attendanet.' at this lecture, whicii was
one of the most successful events of the convention.

SESSION AT THE UNIVERSITY OP MINNESOTA

The meeting of Thursday morning was held in the
main engineering building of the University of Min-
nesota, in Minneapolis, and was called to order at 10
o'clock by C. L. Pillsbury. Mr. Pillsbury made a few
brief introductory remarks in which he s])oke of the
pride of ^linnesota in its university and its achieve-
ments. The main engineering building, he said, is in
reality the nucleus of a group of new and very fine
engineering buildings which are to surround it on the
campus, constituting the College of Engineering. The
Experimental Engineering Building has already been
constructed, and the Chemistry Building, the third of
the group, is now under way, and is expected to be
when completed one of the finest in the world in point
of equipment and design for the purpose for which it
is intended. A new Electrical Building and a new
Mechanical Engineering Building will l)e the next in
order.

ilr. Pillsbury then introduced the Hou. Fred B.
Snyder, Senator, and Regent of the University. Mr.
Snyder briefly recounted the histoiy of the State, from
its beginning as French territory to its entrance into
the Union as a full-fledged State. He said that he was
born in tlie first house built on the other side of the
Mississip]3i River and was a babj' in his mother's arms
at a time when it was not infrequent to see Indian
faces peei'ing in at the window. If so much can be
done in a community in fifty years, what will the next
lialf Century have to show in tlie way of progress? He
spoke further of the architectural plans of the Uni-
versity and of how in 1863, to liquidate its indebted-
ness, a committee of citizens voluntarily offered their
services to prevent the forced sale recommended by the
legislature. He also said that the State owed much
to the pioneer New England stock who formed its first
colonists.

Prof. II. T. Eddy, Emeritus Dean of the Graduate
School of the University, was then introduced. The
Engineering College, he said, was unique in the
United States, in that the students were almost exclu-
sively drawn from Minnesota, and that during the past
twenty ^-ears it had grown from almost nothing to a
size which places it in competition with other engi-
neering colleges. Several problems have confronted
the faculty, among them how its students sliall be best
fitted for their profession, as a result of which an addi-
tional year has been added to the customary four, in
which more strictly professional work has been in-
cluded.

Mr. Snyder was then called upon again to speak of
the ownership by the State of certain lands which
furnish the University funds, since the University has
no endowment, but is entirely dependent upon the

legislature for its support. Mr. Snyder said that a
fixed rate, 0.23 of a mill, is customarily levied upon the
total assessed value of the State, but in addition to
this a provision has been incorporated into the State
organization that certain fixed lands shall be set aside
for the support of edu'catiou. There are also certain
lands whicli have come by way of grants from the
Govei'nment which are used for the same purpose.
Many of these are mineral lands, which are leased to
operating parties, and the royalty derived is devoted
to the University.

II. G. Reist, Vice-President, representing the Coun-
cil, then took the chair and made a few brief remarks
on the inspiration such an active connnunity as the
Twin Cities afforded to visitors. He had been particu-
larly impressed with the valuable property set aside
for iiark purposes as well as with the beautiful build-
ings, and with the fine state of preseiwation of the
river banks. On behalf of the Society he thanked the
local members for their eft'orts in arranging for so in-
teresting a program and for their w'elcome to their
community. He then said that he thought the meet-
ing would be interested in the fact that the Society's
president, ilr. James Hartness, had been detained from
the Convention because Yale was honoring him with
the degree of Master of Arts, which required his pres-
ence in New Haven. It was moved and seconded by
the meeting that the following telegram of congratula-
tion be sent to President Hartness :

The members of The American Society of Mechanical
Engineers have learned with great satisfaction of the dis-
tinguished honor of the degree of Master of Arts which has
been conferred on you by Yale University, and wish to ex-
[iress not onl-\' their congratulations to you but that you
should have hruugbt such distinction to the profession.

The technical papers of the session were then pre-
sented.

At the conclusion of the session a buffet luncheon was
served in the Experimental Engineering Building, at
which the ladies were also present. The following res-
olution of thanks was passed at the luncheon :

Whereas, The American Society of Mechanical Engineers,
assembled in convention from June 16 to 19, 1914, at St.
Paul-Minneapolis, Minnesota, has received a most cordial and
spontaneous welcome from the members and friends of the
Society in these Twin Cities and vicinity and has enjoyed
the results of the tireless efforts and faultless preiiaration of
the local committees, and

Whereas, the visiting- members and guests have been the
recipients of the delightful entertainment so bountifully pro-
vided, and have had the o))portunity to visit places of marked
technical interest;

Be it Resolved: That on behalf of the Society, visiting
members and guests, a vote of thanks be extended to all who
have participated in these substantial evidences of friendshi])
and good-will, with the assurance that such a formal resolu-
tion as this is but a poor and outward symbol of the deep
feeUng of gratitude which each visitor personally feels for

272

MEETINGS

tlie liospitality so generously extended; furtlier, that the Sec-
retary be instructed to extend thanks by written letter, to the
local Executive Committee, the Ladies' Committee and the
other local committees; and to all individuals and organiza-
tions that have contributed to our entertainment including the
educational institutions and clubs of the cities; and in special
measure to Mr. Gebhard Bolm for the invitation to his home
for this aflernoon and evening.

RECEI'TIO.N .\T KKSIDEXCE OK MR. GEBHAKD BOHN

Immediately after luncheon the members and guests
were conveyed by special train to the residence of Mr.
Gebhard Bohn on Lake Miuuetonka, where elaborate
pi'ei)arations had been made for their entertainment.
Jlr. Bohn's residence, one of the most beautiful on the
Lake, has an ideal location on a peninsula which gives
it the advantages of an island, while it is nevertheless
connected with the main land. The grounds, which
are finely laid out, were thrown open to the visitors and
everything possible arranged for their enjoyment and
comfort. A platfoi-m was erected at one end of the
grounds for dancing, and entertainment of a profes-
sional nature was also provided. Daylight fireworks
also delighted the guests, and much amusement was
furnished by a silhouette artist who caricatured prom-
inent members of the Society who were present as well
as local celebrities. Supper was served about 6 o'clock.

EXCURSIONS

The Local Committee had arranged an attractive list
of excursions to inspect industrial developments in the
vicinity of St. Paul-Minneapolis and a neat brochure
was issued relating to these. Perhaps of first interest
was the High Dam across the ^Mississippi between the
two cities, a description of which was given in one of
the papers presented, but unfortunately high water in
the Mississippi at the time of the Convention endan-
gered the cotter dam and the incompleted structures
so that the inspection of the work there could not be
ma(h^.

Among other public institutions or plants to be vis-
ited were the new States Prison at Stillwater, having
a mechanical equipment of great magnitude, includ-
ing not only a central power plant and distribution
systems for water, heat, light, etc., but complete man-
ufacturing equipment, signal systems, refrigerating
plants, etc. A trip was arranged to the main power
plant of the Twin City Rapid Transit Company hav-
ing twenty-five 5.50-h.p. boilers and several turbines
of large size, besides water power equipment. Other
power plants inspected were those of the Consumers
Power Company^, the St. Paul Gas Light Company and
the Minneapolis Genei'al Electric Company.

There were also, of course, the great flour mills,
located near the Falls of St. Anthonv on the east bank

of the ^lississippi, where within a space of eight square
blocks is to be found the largest milling center in the
world. In this district are 22 of the 26 mills in opera-
tion in the city of ilinneapolis, among these being the
Washburn-Crosby, Pillsbury, and the North Western
Consolidated, with a daily output of 77,000 barrels of
flour. The modern and highly efficient character of
the machinery employed in the mills is illustrated by
the fact that the Washburn-Crosby Company has re-
cently scrapped a power plant costing .$30,000 in order
to replace it with the most modern equipment.

The industrial plants visited in St. Paul included
that of the White Enamel Refrigerator Company, man-
ufacturing house and special refrigerators and the
refrigerator equipment for refrigerator cars. There
are now about 70,000 of these cars in operation in the
United States and Canada and all of the fruit and
vegetables raised on the Pacific Coast are transported
in them. A second plant of this company, the North-
ern Insulating Company, is devoted to the manufac-
ture in immense quantities of flax fiber for insulation
for refrigerators, the processes of which are unique.

At the American Hoist & Derrick Company, man-
ufacturers of derricks of all descriptions, hoisting en-
gines, electric hoists, locomotive cranes, railroad ditch-
ers, log loaders and wire roi)e clips, the actual work-
ing of a railroad ditcher was shown. Griggs, Cooper
& Company, with an equipment for making crackers
and candy, the Waldorf Box lioard Company, which
has a tonnage of about 300 tons per day, and the Crex
Carpet Company were also thrown open to visitors.

In ilinneapolis, the trips included the ^linneapolis
Steel & Machinery Company, making a variety of prod-
ucts from steel bridges to the smallest of iron and steel
castings. The tractors made by this concern are a de-
piirture in farm implements, designed to replace the
hor.se in routine plowing, harrowing and hauling for
farm work. A'isits were also made to the North Star
Woohn Mills and the North Western Knitting Com-
pany.

During the convention the ladies were shown about
St. Pa\il and Minneapolis in automobiles and given
every opportunity to see the many attractions of the
locality. Each guest was presented with a souvenir of
the convention, in the form of a small silver coin purse.

DULUTH EXCURSION

After the close of the convention on Friday, about
forty members availed themselves of the opportiuiity
to visit the city of Duluth, in response to the invita-
tion of the local members, represented by T. W. Hugo.
The visitors were shown the harbor of Duluth by moon-
light on Friday evening, and on the following day
viewed the lai'ge ore-handling ap[)aratus of the city.

THE HANDLING OF COAL AT THE HEAD OF THE CxREAT LAKES

BY G It HUTCHINSON,' ST. PAUL, MINX.
Non-Member

AN industry of such importance as the handling of
coal on the Great Lakes is of interest from an
historical as well as a mechanical view point, so that it
lias seemed well to trace briefly the growth of the
traffic and to give step by step tlie gradual develop-
ment of the mechanical coal handling devices from the
simple beginning to tlie present elaborate installations.

MILWAUKEE
CHICAGO
BUFFALO
DULUTH- SUPERIOR

10 15 20 25 30 55 40 45
MILLIONS OF TONS

Fig. 1 Diagram showing tonnage handled at twin ports of
dcluth-superior, chicago, milwaukee and buffalo

80

75
70
65
60
55
50

O 4 5

O 40

O ^^

::: 30
25
20
15
I
5

greater dispatch and with less confusion and conges-
tion than would be possible by rail. The transporta-
tion annually of many million tons of iron ore, copper
and coal, of large quantities of manufactured goods,
and immense grain crops from tributary ten-itory has
resulted in tlie building up of several natural centers
of distribution of considerable magnitude. Among
these in order of tonnage are the twin ports of Duluth-
Superior, Chicago, Milwaukee and Buffalo, together
with a large number of other ports of importance on
the lower and upper lakes. Fig. 1. The Great Lakes
not only facilitate the distribution to consumers of
the products of the mines, the soil and the factory,
but make possible the bringing together, at a minimum
cost for transportation, of millions of tons of iron ore
and coal, a factor of importance in the cheap produc-
tion of steel.

The Duluth-Superior harbor at the head of the

■' ■■ ■■!■ ■ - - ■ ■

L L 1\ i

/

4- J

,±

t

A;

J ..__.

'^r■ i

d

WWx

„ B ii/f

_ a. ,/i

...^^ <crf-f .oif r\

1855

I860

1865 1670 1875 1880 1885

YEARS

1890 1895 1900 1905

'910 1915

Fig. 2 Diagr.am showing marked increase in coal trade .and of lake and rail traffic of all kinds

The natural waterway formed by the Great Lakes,
extending for 1000 miles from Buffalo to the head
of the lakes, not only affords cheap transportation, but
facilitates the handling of enormous tonnage with

■ Chief Engineer, North Western Fuel Company.
Presented at the Spring Meeting, St. Paul-Minneapolis
Tile American Society ot Mechanical Engineers.

1914, of

lakes is not only the natural distributing point for
the Northwest, but the harbor itself is unsurpassed,
considering the essential features of safety, size of
harbor, length of shore-line, and the large easily im-
proved ai'ea available for dockage.

The shipment of coal to the Northwest by way of
the Great Lakes began as far back as 1855, when about

273

274

COAL HANDLING AT THE GREAT LAIiES, G. H. HUTCHINSON

1414 tons passed through the Soo CanaL Little, if
anj^, of this was taken to Duluth and Superior, as the
bulk of it went to the copper country in Michigan. It
remained for Jlr. E. N. Saunders, for many years
president of the North Western Fuel Company, to
conceive the idea that coal could be easily and cboaph'
carried by way of the Great Lakes through the Soo to
this northwest territory, so much in need of good fuel
at reasonable prices. In 1871, he brought up the first
cargo of commercial coal ever unloaded in Duluth, and
his total shipments during that year were about 3000

COOOOimCTiCT'O^OOOOO —

YEARS

Fig. 3 Diagram showing estimated annual valuations of

FREIGHT passing THE SoO FROM 1887 TO 1912

tons. This enterprise was conducted by Mr. Saunders
personally for a period of about four years, during
which time he had no dock and the coal was unloaded
for him, eitlier by the railroad company or by B. S.
Kussell, a dealer in Duluth. The coal was not stocked,
but was reshipped direct by rail. The coal business
having grown to somewhat large proportions, the lead-
ing coal dealers in St. Paul and Minneapolis fonned
an association in 1875 to handle coal at Duluth, which
in 1877 was organized as the North "Western Fuel
Company. J. J. Hill was the first president and E. N.
Saunders was the general superintendent. The same
year, a dock was secured at Duluth and equipped for
handling coal.

The increase in tonnage of coal distributed through
the Northwest is perhaps the best index of the growth
of this section of tlie country, as coal is used almost
exclusively for fuel for domestic and power purposes
in tlie cities, and for locomotive firing, and is also in
general use throughout the farming districts. To a
limited extent, Eastern coal shipped by lakes is distri-
buted as far west as the Pacific coast. The growth of
the coal traffic, which has been very rapid within the
past few years, will be further augmented by the
general growth of the Northwest, the demands made
by the mills of the Minnesota steel plant now uearing
completion, and by industries which will be established
near the steel plant with a view to the fabrication of
its output. The demand for coal will be further in-
creased by the decreasing available supply of wood
for fuel.

The kinds of coal transported by water for distribu-
tion through the Northwest comprise the various
grades of bituminous and anthracite and the several
intermediate grades of coal from Pennsylvania, "West
Virginia, Ohio, Maryland and Kentucky; the bitu-
minous coal from Illinois and Iowa and other states
being distributed by rail. Briquets for both power
and domestic purposes are also being manufactured in
considerable quantities at Superior from anthracite
dust and Pocahontas smokeless screenings.

The marked increase in the coal trade, as shown in
the diagram in Pig 2 and of lake and rail traffic of
all kinds, has called for radical development in the
means for lake and rail transportation, and in the
harbor and other terminal facilities, and the writer
believes that the statement is justified that this demand
is being met in an adequate manner. As in other lines
of activity, the increased volume of business and the
development of facilities are mutually dependent,
each making the other necessarj' and possible. In
considering the extensive and highly developed equip-
ment of today required by the large tonnage handled,
we should not lose sight of the fact that the primitive
methods and equipment may have been as well adapt-
ed, all features considered, to the primitive conditions
and to handling the tonnage of the early days, as the
modern methods and equipment are suited to the
present conditions and demands. The dispatch which
is required in handling large tonnage, is the chief
clement justifying as well as demanding present day
equipment and facilities, for when ultimate economy
is considered, the gain is apparent rather than real, as
the cost of actually handling coal is but a small per-
centage of the total cost, including initial investment,
maintenance and other overhead charges. This devel-
opment of facilities has not been restricted to any
individual feature, but has been general and applies
to methods of mining, preparation of coal at mines,
transportation to lake ports, loading to vessels, water
transportation, and the unloading and other handling
operations at the receiving docks.

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

275

Fig. 4 First End Car Dumper, designed by G. H. Hulett,
installed at ashtabula, ofho, in 1893

Fig. 5 Hulett Car Dumper, inst.alled on Buffalo, Rochester
AND Pittsburgh Dock about 1898

B

MyiB^^^^M^

J

-KIT i\/JM

1

It BM^^^^^^9A \

%,

tj

Ibri

^

fe"

cr:-.^.^

tw.giSlT*'^

'rTffil3^:^9BPB

^^^S"

Fig. 7 Thornburg Car Dumper, built bt Web.ster, Camp
AND Lane, 1896, and installed at Sandusky, Ohio

Fig. 6 McMyler Car Dumper, Philadelphia, Pa.

Fig. 8 Hulett Traversing C.a.r Dumper, built by Wellman-
Seaver-JMorgan Company for Stocking Iron Ore at
Pittsburgh Steel Compan-y's Plant, Monessen, Pa.

27U

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

•g.

<

o
O

u
o

p

p

<

Z

z

o
O

c
z

<

B

o

K
P
13

P

a

s:
I-
o

%

d

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

J77

DEVELOPMENT OP TRAFFIC ON THE GREAT LAKES

The degree iu which lake vessels have responded to
the demand of increasing traffic becomes evident when
we consider that 40 years ago tlie lake craft was made
up largely of wooden schooners of 300 tons to 700 tons
burden, at which time the total annual tonnage pass-
ing through the Soo canal was less than 900,000 tons.
In 1912, out of a total of 853 freight carriers, there
were 127 vessels between 500 ft. and 600 ft long,
having carying capacity of from 9000 to 11,000 tons;
and 12 vessels over 600 ft. long, luiving a carrying
capacity of betwen 11,000 tons and 14,000 tons. The
total tonnage pasing the Soo canal iu 1913 was nearly
80,000,000 tons. Fig 3 shows the estimated annual
valuation of freight passing the Soo from 1887 to 1912.
showing an increase of slightly more than 1000 per
cent during 25 years. The coal passing through the
Soo canals in 1855 was 10 per cent of the total tonnage
for that year; in 1912 the percentage was 20.6 per
cent.

The gradual reduction of freight rates for water
transportation of coal to Lake Superior for 25 years
is also shoAvn in Pig. 3, from which it will be noted
that the rate in 1912 was 30 cents per short ton, or only
one third of that in 1887.

Forty years ago, it was necessary to guarantee re-
turn cargo for a boat, before chartering it for a trip
to the head of the lakes. At the present time, how-
ever, the eastbound shipments from Lake Superior
are about three and one-fourth times as large as the
westbound shipments, with the result tliat many boats
engaged in the iron ore trade return light on the
westbound trip.

The increasing tonnage of coal handled from mines
to lake and seabord ports has, in conjunction with the
iron ore traffic from the lower lake ports to furnaces,
led to the introduction of railroad cars of large capac-
ity, with corresponding development of track and
motive power, until today there are several hundred
90-ton cars in service on at least one road, transport-
ing coal to seaboard, which is from six to twelve times
the size of coal cars of 40 years ago, and provision
is now being made at tlie docks for handling still larger
cars.

TRANSFER OF COAL FOR LAKE SHIPMENT

The transfer of coal at the lower lake ports is or-
dinarily made direct from cars to boats without stock
ing. Prior to 1892, coal was loaded to boats from rail-
road cars either by wheelbarrow or by simple derricks
equipped with smaU tubs, into which coal was dumped
or shoveled, depending upon the kind of cars. In
about 1892, however, the first successful car dumper
(Fig. 4) was built at Ashtabula on Lake Erie for
dumping the entire contents of gondola cars into ves-
sels at a single operation. This was an end dumper
designed by Mr. G. H. Hulett and built by the Mc-

Myler Manufacturing Company, whicli tilted the car
endwise, requiring special gondola cars with end doors
for discharging the contents of the car into the boat.
After the installation of a second similar end dumper
at Fairport in 1893, there followed in rapid succession
several types of side car dumpers, known respectively
as the McMyler, Long, Brown, Thornburg and Hulett
car dumpers or tipples, which, as the name indicates,
tilted the cars sidewise and permitted the handling of
all types of gondola cars, discharging the coal over
the sides of the cars into a concentrating apron or
hopper, Pigs. 5, 6, 7, 8 and 9. So far as specified above,
the process of handling the coal was much the same
by the various side car dumpers, but for the remainder
of the process, in which the coal is transferred from
the concentrating apron or hopper to the hold of the
vessel, there are three methods.

a That in use on the earlier dumpers in which the
coal was discharged from the hopper direct to
the hold of the boat through simple sliort
chutes ;

b That in use on several of the dumpers, built
between 1895 and 1900, in which the coal was
discharged from the concentrating hopper into
two or moi'e bottom dump skips of sufficient
aggregate capacity to hold the contents of a car,
these skips being then carried over the boat on
rams or on overhead track and lowered into
the hatch before dumping, with view to keep-
down the breakage ;

c That in use on all, or nearly all, the dumpers
built within the past 15 years, and on a few
earlier ones, in which the flow of the coal is
measurably controlled within articulated, en-
tirely enclosed, telescopic chutes or spouts, which
are extended to the bottom of the boat for
starting the pile of coal in the hold, and gradu-
ally raised as the pile is built up, thus largely
avoiding free fall of the coal in order to reduce
breakage.

Tlie number of car dumpers in seiwice is increasing
rapidly, and at present there is in progress the instal-
lation of several large ear dumpers designed for hand-
ling forty 100-ton cars per hour. In all the car
dumpers, except a few of the very earliest ones, every
precaution has been taken to avoid breakage of coal.

DOCKS FOR RECEIVING, STOCKING AND RESHIPPING COAL

At the receiving ports, in addition to the unload-
ing of coal from vessels and loading to cars for re-
shipment by rail, provision is made for the stocking,
during the season of navigation of about seven months,
of several million tons of coal to serve as reserve stock
for supplying the heavy winter demands, and also to
be drawn upon for the filling of such orders, during
the season of navigation, as cannot be reshipped direct

278

COAL HANDLING AT THE GREAT LAKES, G. H. nUTCHINSON

from boats without docking. The docks for receiving,
stocking and reshii)j)iiig of coal arc built out from the
shore and vai-y in \\ idth from about 400 ft. to about a
quarter of a mile, and in length from about 1000 ft.
to thi-ee-quarters of a mile. Ordinarily these docks
are sei-vcd by a single slip along one side, although
a few of the wider docks, which are equipped for un-
loading on both sides, have two vessel slips for dis-
charging cargo. The depth of water in these slips
should be as much as 21 ft, and some slips have been
dredged to a depth of 26 ft. or more below U. S. mean
low water datum. The slips are of various widths from
about 60 ft. or 75 ft. up to about 200 ft. ; in the wider
slips provision having been made for the passing of
two of the widest vessels under tow. The storage areas
are surrounded on the water sides by timber cribs, ex-
tending from somewhat below the bottom of the slip
to dock level at an elevation of approximately 6 ft.
above mean low water; or by combination cribs, in
which the lower timber part is capped with concrete,
which extends from dock level to somewhat below the
surface of the water. In both types of construction,
the timber cribs are ordinarily sand filled and addi-
tional stability is provided by the driving of piles in
front of the front and back walls, and further in some
instances by anchoring the cribs to piles driven well
back in the dock ai'ea. The dock area is usually filled
with sand deposited by hydraulic dredge, which gives
very satisfactory results, as this method of filling in-
sures against settlement, providing the original bottom
is of suitable nature. This district is favored in having
an abundant supply of river and lake sand suitable
for filling purposes. The coal storage area is covered
either with a hard or soft wood plank floor, 2 in. or
8 in. thick, or is paved with concrete.

The machine tracks on which the coal hoists and coal
bridges and other movable equipment travel along the
dock, are ordinarily of pile and heavy timber, or pile
and concrete constiniction. For tracks on which the
heavier bridges travel, 100 lb., high-grade, steel rails
laid in either one or two lines are required at each
truck, and when the pile and concrete construction
is used, the rails should be carried directly either on
continuous longitudinal timber stringers, or on wood
cross ties for cushioning the rails.

The proper provision for the storage of loaded ears
and empties, and the loading and weighing of cars,
with sufficient additional trackage to supply dispatcli
in switching service, requires from two or three to
five miles of railroad track per dock, and the proper
serving of these tracks requires extensive belt-line
facilities.

hevelopment of equipment for unloading, stocking
and reloading for rail shipment

Prior fo 1876, tlie equi])mcnt for unloading coal
from vessels comprised a tub formed of a half oil

barrel, which a horse, traveling along the dock, hoisted
by means of ropes passing around deflecting sheaves
located on the dock near the water front, and thence
over snatch blocks suspended on fore and aft ropes
spanning the distance between masts on the vessel,
permitting tlie shifting of the tubs along the suspen-
sion rope from hatch to hatch. In unloading by this
method, the boats, which were of 300 tons to 700 tons
capacity, were required to lay up about a week. After
hoisting, the coal was dumped into wheelbarrows and
transferred to stock pile on the dock, for which pur-
pose wheeling planks were provided, extending from
fi point over the boat to the rear side of the dock, which
at this time had a width of about 50 ft to 75 ft. These
wheeling planks were carried on wooden supports or
horses, of sufficient height to clear the vessel rail,
which, at the beginning of unloading, would be about
3 ft. to 5 ft above the dock. From time to time, as
the boat rose in being unloaded, it was necessary to
interrupt the taking out of coal, while the wheeling
gang blocked up the several bents supporting the
wheeling plank on the dock to suit the new height of
boat. Delays incident to this work occupied about 50
per cent of the total unloading time. This first process
is shown on Fig. 10.

In 1876, the first improvement was made at Duluth,
which largely avoided this delay, permitting practically
continuous work in the actual discharging of the cargo.
As a consequnce of this first improvement, which re-
sulted in greatly increasing dispatch in unloading, the
lake freight rate was cut about 75 cents per ton,
amounting to about 250 per cent of the present lake
rate. Wliile this change was of a very simple nature,
it represents a greater saving per ton than any sub-
sequent improvement, and in fact is one of the few
developments which has resulted in marked increase
in dispatch with actual reduction in cost of equipment
and operation.

This revised method of unloading is shown on Figs.
11 and 12, from which it Avill be noted that similar
but simplified equipment was used, and that the im-
provement resulted principally from the method of
supporting the wheeling plank and of stocking the coal.
Tlie wheeling plank was placed at a fixed height of
about 10 ft. above the dock, and was carried on adjust-
able horses placed on the deck of the boat and on a
horse located on the front of the dock. As the boat
rose, the wheeling plank was maintained at a con-
stant height above the dock level by shifting the cross
beams, which carried the wheeling plank on the horses,
located on the vessel deck, to successively lower sup-
ports on these horses, which operation was readily
performed, and without appreciable delay to unload-
ing operations.

Another feature, which reduced the time and simpli-
fied the operation, was the method of building the
stock pile, which, in the improved method, required

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

279

the wheeling plank to extend only to the crest of the
10-ft. pile at the front of the dock, from which point
the pile was extended at full height to the rear of

by tlie dock superintendent, who fii-st used this im-
proved method at the head of the lakes, that both the
original method referred to and this improved method

Fig. 10 Primitive Method of Unloading Coal, in General Fig. 11 First Improved Method used in 1S76, in General

USB OVER THE LaKES PRIOR TO 1876 USE OVER THE LaKES

Fig. 12 Early Method of Unloading Coal and Iron Ore by Hants Sho\'elling and Wheelbarrow

the dock, and served as support for the wheeling plank
thus reducing the number of horses required. In the
original method, the wheeling plank extended the full
width of the dock from the start, and the coal pile
was bnilt up as the boat rose. The writer is advised

were in general use over the lakes at the times men-
tioned.

A simple form of derrick was in use in Chicago in
1877 for the purpose of hoisting coal from boats.
About 1878 or 1879, a special type of derrick was in

280

COAL HANDLING AT THE GREAT LAKES, G. II. HUTCHINSON

trodueed on the North Western Fuel Company's
Duluth Dock No. 1, six of which were spaced along
tlie dock front about 66 ft. apart, and arranged for
operation in pairs, it being possible to operate only
one pair on a boat at a time. The tubs on the two
derricks were hoisted simultaneously by means of a
small hoisting engine. These derricks were similar to
tliose still in use on some of the older docks at Duluth
and Superior, and were equipped with half-ton Stueb-
ner self-riglitiiig tubs of the same general type as the
tubs now ill use. Tracks w'ere provided along a longi-
tudinal unloading platform about 20 ft. above dock

Fig. 13 Dodge Covered Anthracite Storage Plant, Lehigh
Valley Coal Sales Comp.int, Superior

level with turnouts to tracks on ti'ansverse timber man
ways, on which dump cars were operated by hand,
making it possible to stock the coal to a depth of
about 20 ft. on any part of the dock, irrespective of
the position of tiie boat. This gave as great flexibility
in the distribution of coal in stocking as is afforded
by that type of present day plant in which bulk is
broken at dock front and in which separate hoisting,
longitudinal transferring and stocking units are em-
ployed. This principle of flexibility was recognized
in this first steam-operated plant, although it remained
tor later installations to perfect the structural and
mechanical details.

About 1881 or 1882, a third and marked improve-
ment was made by the introduction of a main lineshaft
running the full length of the dock and equipped with
an individual hoist for each derrick, which permitted
the independent operation of each derrick.

In 1883, a Cleveland concprn installed for the Ohio
Central Barge & Coal Company on its dock in Duluth,
now Pittsburgh Dock No. 1, eight wooden bridges of
150 ft span, an-anged four along each side of tlie
dock and patterned after similar bridges in Cleveland.
These bridges were built in pairs, with boiler and two
hoisting engines located on the double pier, from which
point a rope trolley, equipped with 1-ton tub, was
operated on each span. They were equipped with

hinged ajirons extending over the boat when in service,
and raised for clearing vessels when not in use. Coal
was stocked 28 ft. high. The bridges were moved
along the dock by hand power. These were the first
coal-liandling britlges at the Head of the Lakes.

Furtlier improvement was introduced in about 1885
or 1886 in the spacing of the derricks to suit the hatch
spacing on the boats, which was now becoming more
uniform, making possible the working of every second
hatch simidtaneously without shifting the boat. About
tliis time, also, cables were installed on the level stock-
ing runways for pidling dump ears in both directions
by power, after having been pushed from the unload-
ing platform to the runways by hand.

Prior to the installation of the first reloading run-
way in about 1885, reloading to care for rail shipment
v.as done by wheelbari-ow. From 1885 to 1888 or 1889,
these reloading runwajs were equipped with trolleys
carrying self-righting tubs. The first shovel bucket,
which was made by Mr. Dole of Cleveland, was put
into service at the Head of the Lakes on the Pennsyl-
vania and Ohio dock, at present known as the Boston
Dock of the St. Paul & Western Coal Company.

In 1887, nine portable, steam, timber, Hunt hoists,
each equipped w-ith %-ton tub and a cable railway
stocking system, were put into operation on the Lehigh
Coal & Coke Company's dock in Superior on St. Louis
Bay, which is the North Western Fuel Company's
present Dock No. 2. The hoists were located on an
elevated platform at the dock front, along which they
traveled from hatch to hatch in unloading vessels.
These hoists were placed opposite the runways on
which it was desired to stock the coal. Side dump
cars carried the coal back to the stock pile by gravity,
at the same time raising counterweights which re-
turned the empty cars to the hoists for reloading. As
these cars had no longitudinal movement along the
dock, it was necessary to stock the coal opposite the
point where it was unloaded, making in this respect a
less flexible system than that last mentioned, in which
derricks served by stocking cars traveling longitudi-
nally on the unloading platform and transversely on
runways were used.

In 1888, the Brown Hoisting Machinei-y Company
installed for the Pioneer Fuel Company four steel
bridge tramways on their dock on Rice's Point, Duluth.
now operated by the Clarkson Coal & Dock Company.
These bridges, which are still in use, have a span of
188 ft., a rear SO ft. cantilever extension, and a hinged
apron 34 ft. in length for lowering over the boat.
Eacli bridge is carried on a tilting shear leg located
at the front near the apron hinge. The two outer
bridges are carried on single piers, and the two inner
bridges on a double pier at the rear, spanning two
railroad tracks. A boiler and four steam lioisting
engines are installed on the double pier for operating
the four bridges, each of which is equipped wdth a
rope trolley carrjdng a 1-ton tub. The bridges are

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

281

propelled on machiue tracks along the dock in part
by steam and in part by hand power. The bridges
are inclined with a rising grade toward the back of
the dock, and are pivoted at the piers to permit skew-
ing horizontally to suit hatch spacing.

In 1890, three similar Brown bridge tramways were
erected on the Silver Creek Coal & Dock Company's
dock, Superior, which was later taken over by the
Philadelphia & Reading Coal & Iron Company, and
now operated by the Gi'eat Lakes Coal & Dock Com-
pany. In 1893, three Brown bridges of the same type
were erected on the Pennsylvania & Ohio Fuel Com-
pany's dock at Duluth, which later came into the hands
of the Boston Coal & Wharf Company. In 1899 a
single additional bridge was installed on this dock, this
last bi'idge being one of the latest installations, if not
the last one, where tubs were used exclusively, or
before the introduction of clamshells.

In 1893, the McMyler Manufacturing Comi^any in-
stalled several steel bridges, of 180 ft. span with 100 ft.
cantilever, on the dock of the Youghiogheny & Lehigh
Coal Company, Superior, on which tubs were at first
used but later replaced by 1^4-ton clams. This dock
is now known as the Pittsburgh Dock No. 3, and is
operated by the Reiss Coal Company. The Mead Com-
pany, in about 1895, installed on this dock an auto-
matic ear and cable railway system.

In 1896, the McMyler Manufacturing Company in-
stalled several stationary timber steam hoists, fitted
with steel booms and equipped with rope trolley carry-
ing clamshell grab bucket, on the dock of the Lehigh
Valley Coal Sales Company at Superior.

In about 1899, four steel suspension cable tramways,
operated bj' Lidgei'wood hoisting engines, were in-
stalled on the Lehigh Coal & Coke Company's dock,
Superior, which had already been partially equipped
with the movable Hunt hoists previously mentioned.

Fig. 14 Brown Hoist Towers on North Western Fuel
Comp.^ny's Dock No. 1, Superior, in 1902. First Elec-
tric Dock

At the time these hoists were built, or possibly a little
later, tliey were equipped with Dole single rope clam-
shell buckets of about 1-ton capacity, which required
hand tripping. In 1902, a fifth tramway, equipped
^yith grab bucket, was installed by the Mead Company.
Steam was furnished by main steam line from a cen-
tral boiler plant at the inner end of the dock. In un-
loading coal was discharged into the hopper on the
front pier, and stocked by means of bottom dump
skips. Reclaiming was done by shovel buckets.

From 1886 to 1890 inclusive, the Dodge system of
anthracite storage^ was developed in the installation
of several plants in the East, and in 1894 a 110,000-ton
covered antliracite plant of this type was installed for
the Lehigh Valley Coal Sales Company at Superior,
comprising two units of 55,000 tons each shown in
Fig. 13.

' Described in a paper on Hoisting and Conves'ing Machinery by
Geo. E. Titcomb, Trans. Vol. 30, p. 123.

Fig. 15 Brown Hoist Towers, Bridges and Transfer Cars on North Western Fuel Company's Dock No. 1. First Electric

Dock

282

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

FIRST ELECTRIC COAL HANDLING PLANT

In 1901, the Brown Hoisting Machinery Companj-
started for the North Western Fuel Company, the
eousti-uetion of the first electric coal handling plant
ever installed. This plant consists of four hoisting
towers with one and one half ton clam shell grab buckets,
later replaced by two ton grab buckets ; three transfer
cars; three stocking and reclaiming bridges, each hav-
ing 155 ft. 2 in. spans and 42 ft. 9 in, rear cantilever,
giving overall length of 508 ft. 3 in., and each equipped
with one stocking man trolley, carrying a 7-ton self-
righting tub, and one man trolley for reclaiming, car-
rying a 4-ton shovel bucket. The hoisting motors on
the towers are controlled by drum tj-pe controllers
and magnetic switches. Two continuous lines of
timber bins are provided, one near the front end of
the dock immedately in the rear of the hoisting towers,
on which the transfer cars travel, and one at the rear
of the dock fonning support for the rear bridge tracks.
Coal is unloaded from the boat by means of the
clamshell, and deposited in a 15-ton hopper in the
tower. The stocking trolley with its 7-ton tub is
brought by the transfer car to place opposite the tower
bin, from which it receives the coal. The transfer
car then rims to a bridge, with which it registers,
permitting the stocking trolley to deliver coal to stock
pile. The function of the transfer car is to give flexi-
bility of operation in unloading, stocking, reclaiming
and direct reshipment by rail, thus permitting the
stocking of coal wherever desired on the dock, irre
spective of the location of tlie vessel and hoisting
towers, and equal flexibility in loading out.

Later a fourth bridge was added with reclaiming
trolley. Direct current is furnished this equipment
from a central generating system located on the dock.
To relieve the generators of the high peaks, incident
principally to accelerating in hoisting and traveling,
a storage battery was installed, having momentary
output of 2040 amperes, later increased to 2720 am-
peres. The rated capacity of this plant was the un-
loading of a 5000 ton boat in ten hours. In actual
perfoi-mance, however, this has at times been consider-
ably exceeded. The construction and equipment of
this dock is important, as it was the first electrically
operated dock in the world ; the first on which coal
liandling man trolleys were used ; and the first coal
dock on which all the operations were performed by
power, making possible a new record for speed and
capacity (Figs. 14, 15, 29 and 30).

In 1902, three Brown bridge tramways were in-
stalled for the Eastern Railway Company of Minne-
sota, and later taken over by the Jones & Adams Com-
pany. This dock is now known as Pittsburgh Dock
No. 6, and opei-ated by the Island Creek Coal Sales
Company. These bridges were equipped with rope
trolleys canying ly^-ton clamshell grab buckets, and
were operated by steam.

RECENT INSTALLATIONS

In 1905, the Mead Company installed, for the M. A
llanna Coal Company on their Superior Dock, a plant
comprising three .steam traveling unloading hoists,
which are mounted on a longitudinal unloading plat-
form, eacli equipped with a 2-ton clamshell; two 262
ft. span traversing bridges for stocking and reclaim-
ing bituminous coal, and Mead automatic cars and
cable railway for stocking both bituminous and an-
thracite coal. In stocking bituminous coal, the auto-
matic cars ran along tracks carried on transverse
stationary elevated runways, leading to the longitu-
dinal tracks on the bridges, giving flexibility in stock-
ing operations. In stocking anthracite, the course of
the car is confined to the elevated stationary ninways

A similar installation was made by the Mead Com-
pany about the same time on the Northern Coal &
Dock Company's dock, Superior.

The Zenith Furnace Company's dock, Duluth, is
equipped with four Mead unloading towers handling
2-ton clams, one Mead bridge and Mead automatic car
and cable railway system.

In 1906 and 1907 the Dulutli and Iron Range Rail-
road Company's coal dock at Two Harbors was
equipped with a Mead plant comprising three steam
hoisting towers handling two-ton clams, and mounted
for traveling on a 40- ft. high steel trestle; an electric
four-ton automatic car and cable railway system; and
an electrically operated stocking and reclaiming bridge
handling a two-ton shovel bucket.

This dock has a storage area about 275 ft. wide by
900 ft. long, and a nominal storage capacity of about
150,000 tons. Owing to local conditions the dock does
not directly face the slip, which requires the hoisting
towers to operate at some distance from the storage
area, giving conditions to which the portable hoist
and cable railway system is peculiarly adapted.

A recent Mead installation of same general type
but different in detail, made on the "Washington Street
dock of the Milwaukee Western Fuel Company at
Milwaukee, and equipped with screening plant in
bridge in place of the fixed loading bins, is sho^vn in
Fig. 16.

The stocking of coal by means of a belt conveyor on
a bridge is a method used by the Robins Conveying
Belt Company. In one plant of this tj'pe coal is
stocked on the dock at the rate of 600 tons per hour,
the conveyor having a traveling tripper for distribut-
ing the coal, which it receives from a second belt con-
veyor, which in turn receives the coal from a s.ystem
of conveyors at the unloading towers. Reclaiming is
done by a clamshell bucket at the rate of 300 tons per
hour.

In 1906, a 200,000-ton covered anthracite storage
plant for stocking coal 60 ft. high was installed on sec-
tion 2 of the North Western Fuel Company's Superior
Dock No. 1. Coal is unloaded bv two Heyl & Patter-

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

283

Fig. 16 Mead Hoist Towers, Automatic Cars, Cable Railway and Bridges, Milwaukee Western Fuel Compan^''s Wash-
ington Street Dock, Milwaukee

'••-•^

I I
I I

I I

I I

Fig. 17 Humphrey Shelf Lowering Chute

4 jji?

Fig. 18 Heyl and Patterson Anthracite Hoists and Dodge
Stocking Conveyor, installed on North Western Fuel
Compant's Superior Dock No. 1, 1906

Fig. 19 Dodge Coal Handling Bridges and Auxiliary Equipment, Berwind Fuel Co., Superior

284

COAL HANDLING AT THE GREAT LAIvES, G. H. HUTCHINSON

<5

/

li

M '

/

H

P

O

n

a
o

Q

n

o
a

<

o

in *

P

.^

CC

;-

z

z

<:

«"

o

S

O

n

PS
«

o

s

o

P

O

a

COAL HANDLING AT THE GREAT LAIvES, G. H. HUTCHINSON

285

Fig. 21 Three Heyl and Patterson Bridges on North Western Fuel Company's Dock No. 2, Superiok

son electric hoists, equipped with 3-ton clamshells, and
stocked and reclaimed by means of Dodge reversing.
electric-driven, ribbon bottom, flight conveyors of 250
and 300 tons hourly capacity. In stocking, coal is
discharged from the top rim of conveyors into storage
building or 3000 ton shipping pocket, and reclaimed
by the bottom run of these conveyors, working in
tunnels beneath the coal pile. Breakage of coal is
avoided, when starting the pile in stocking, by lower-
ing the coal through Humphrey shelf lowering chutes.
Fig. 17. After building the pile to full height at a
single point, the ribbon bottom of the conveyor is
drawn in, or extended, as the crest of the pile ad-
vances. The coal is loaded for reshipment at the sin-
gle 3000-ton shipping pocket. This plant is shown on
Fig. 18.

In 1907 or 1908, the Wellman-Seaver-Morgan Com-
pany installed two Hulett bridges of 176-ft. span with
130-ft. cantilever, and equipped with 2-ton grab buck-
ets, on the Boston dock of the St. Paul & Western Coal
Company. These bridges are steam operated and ar(>
provided with separate hoists and trolley engines, and
controlled by two operators.

One of the larger electric bituminous coal handling
bridge installations, on which the rope troUey is used,
was made on the Berwind Fuel Company's Dock in
Superior in 1907. Fig. 19. This is one of the later
trolley installations prior to the general introduction of
the large man trolley bridge. These bridges are 506
ft. long with 295 ft. span, equipped with 3-ton clam-
shells, and are supplemented by revolving locomotive
cranes and movable screenings tower. All motions of
bridge and bucket are controlled by one operator from
either of two fixed control stations. All equipment
on this dock is electrically operated by means of 400-
volt, three-phase, alternating current.

Fig. 20 shows the Duluth, Missabe & Northern coal
dock at Duluth, which is 604 ft. wide by 2000 ft. long
On one half of this dock was installed in 1907 a Mead
plant, comprising three portable hoists equipped with
2-ton clams, 4-ton automatic car and cable railway
system, and a stocking and reclaiming bridge with 2-
ton shovel bucket. Provision has now been made for
similarly equipping the other half of the dock, using
4-ton clams, in place of the 2-ton clams, on two addi-
tional hoists.

Fig. 22 Heyl and Patterson Bituminous and Anthracite Plant, Philadelphia and Reading Coal and Iron Ccimp.any's Dock,

Superior

286

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

ELECTRICiVLLY-OPERATED
MAN-TROLLEY COAL BRIDGE

The first electrically op-
erated man trolley coal
bridge, in which the un-
loading, stocking, reprepar-
ing, reclaiming and loading
out were accomplished by a
single unit, was installed by
Heyl & Pattei-son on the
North Western Fuel Com-
pany's Superior Dock No.
2 in 1909. This bridge has
a span of 363 ft. 4 in. and is
455 ft. 6 in. long overall,
with screening and loading
out plant mounted on the
shear, and run of pile loading plant on the pier.
The man trolley was equipped with 5-ton Heyl and
Patterson clam for unloading and reclaiming bitu-
minous coal, this being the largest clam thus far
installed at the head of the lakes. One man con-
trols the operation of -the trolley in unloading,
stocking and reclaiming and bridge traversing. This
bridge is operated by three-phase, 25-cycle, 440-volt, al-
ternating current, stepped dowTa from 13,200 volts by
main transfoi-mer located on the bridge. This is the
first traveling bridge to take current from high-tension
trolley feeder line along the dock by means of collector
shoes. The man trolley is equipped with two hoist mo-
tors and two rack motors, operated by master control-
lers and magnetic switches. The friction clutches and
lirakcs are operated by compressed air. Dynamic brak-

FiG. 23 Brown Hoist Bridges on Pittsbttrgh

ing is provided for racking and lowering, for whieli
direct current is supplied by a small motor generator
set delivering direct current at 40 volts.

Beginning with 1909, there was an unusual develop-
ment of docks and equipment, and within the next few
years, ten bridges, similar to the ones just described,
were installed in Superior and Duluth, as follows : two
on the Carnegie Fuel Company's Dock No. 1, Super-
ior; two on the Philadelphia & Reading Coal & Iron
('ompany's Dock No. 2 in Superior; two on the Island
Creek Coal & Sales Company's dock in West Diduth;
two on the North Western Fuel Company's Dock No.
2, Superior; one on the North Western Fuel Com-
pany's Dock No. 1, Superior; and one on the Reiss
Coal Company's dock — Pittsburgh Dock No. 3 — in
Superior; With the last bridge installed on the North

Fig. 24 Panoramic N'iew of Mead Anthracite and Bituminous

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

287

Coal Company's Dock No. 7, Duluth

Western Fuel Company's Dock No. 2 m 1912, the
screening plant, which was somewhat more elaborate,
was mounted on separate trucks and attached to the
bridge for traveling. Fig. 21. A 6-ton clamshell was
provided for this bridge, and the 5-ton clams on the
other two bridges on this dock were also replaced by
the 6-ton clams. In order largely to eliminate hand
shoveling in cleaning up boats, after the unloading
clam had picked up the coal within reach, a specially
designed, 4-ton clean-up clam was developed. This
clean-up clam is described in more detail in a later
paragraph.

In 1910, in conjunction with two of the bituminous
bridges above mentioned, there was installed on the
Philadelphia & Reading Dock at Superior, an electric,
covered anthracite plant, comprising two stationary

unloading hoists equipped
with rope trolleys carrying
5-ton clamshells, a double
storage building of steel
construction 350 ft. by 500
ft., a mechanical screening
plant for repreparation of
the coal, and a shipping
pocket for reloading at a
single point (See Fig. 22).
In 1910, an extension 144
ft. by 480 ft. was made to
the North Western Fuel
Company's Superior Dock
No. 1 anthracite storage
plant, in the fonn of a steel
storage building equipped
with a 3-ton man trolley,
which carries a 5_^-ton skip for stocking and a 3-ton
clamshell for reclaiming, with necessary additional
elevators and conveyors, to supplement the original
conveyor system, for transferring coal to and from the
building. This gives a total anthracite storage capacity
of about 265,000 tons on this dock.

Fig. 24 shows an electrical installation on the Car-
negie No. 2 Dock, Duluth, comprising two Mead bitu-
minous bridges of 382 ft. span, and anthracite plant
consisting of two traversing imloading hoists equipped
with clams, and a steel storage shed 280 ft. by 404 ft.
equipped with rope trolleys, operating on six rimways.
An unusual arrangement of bridges was installed in
1911 on tlie Pittsburgh Coal Company's Dock No. 7 by
the Brown Hoisting Machinery Company (Pig. 23).
This installation comprises three two-span bridges on

Plants, installed on Carnegie Dock No. 2, Duluth, in 1912

288

COAL HANDIJXO AT THE GREAT LAI-OCS, G. H. HLTCHIXSOX

Fig. 2.5 Bkow.x Screening Plant on Pittsburgh Coal Com-
pany's Dock No. 7, Ddluth

the trout of the dock and two single-spau bridges at
the rear, the spans having a uniform length of 242 ft
Bach of the two-span bridges aud one of the single-
span bridges is equipped witli a man trolley carrying
a ajX-ton grab bucket. The single-span bridges may
be operated separately, or may be registered with an\'
of the two-span bridges, thus forming continuous run-
ways 726 ft. long across the dock ; or including canti-
levers and apron the overall length is 839 ft. Other
interesting features of this installation are the swivel-
ing trolley and the screening plant. The swiveling
man trolley, provided with turntable to facilitate clean-
ing up the hold of boats, is further described in a
later paragraph. A very complete screening plant,
of new design and large capacity, is located in the
rear pier of one of the single-spau bridges. Fig. 25.
This is furnished with bins, shaking and revolving
screens, and the necessary elevators and conveyors
for the preparation of lump coal and the separation
of the degradation into nut, stove and screenings, with
provision for loading box and gondola cars or return-
ing to stock pile on the dock, as desired. Last year,
fi similar installation with longer span bridges was
made on the Pittsburgji Coal Company's Dock No. 5
in Superior.

The coal liandliiig plant installed last year on the
Canadian Pacific Railway Company's Port William
Dock by the Wellman-Seaver-Morgan Company, con-
sists of two automatic unloaders equipped with 8-ton
scoops, a man trolley bridge carrying a 9-ton grab
bucket, and a f ransfer car system with trestle and bins
to give flexibility to the plant. Transfer cars are of
35-ton capacity, and are equipped with recording
scales accurately weighing all the coal they handle.
The plant has a capacity for unloading a 10,000-ton

l)oat in 15 hours. Thirty loading pockets are provided
from whicli cars are loaded by means of a double-ended
< hristj' box-car loader, giving a very large loading
out capacity. Fig. 26 sliows a good general view of

this plant.

COMPARISON OF ELECTRICALLY OPERATED PLANTS:

1902-1913

The tendency towards a few large units in the devel-
opment of coal handling equipment within the past
few years is shown in tlie comparison of the electric-
ally operated plant installed on section 1 of the North
Western Fuel Company's Dock No. 1 in 1901, aud the
electric coal handling bridge installed in 1913 on sec-
tion 3 of the same dock, these being the first and
latest electrically operated plants installed at the Head
of the Lakes. The plant first mentioned has, as prev-
iously described, four hoisting towers and four bridges
wdth the necessary transfer cars, having rated capacity
for unloading a 5000 ton boat in 10 hours, and serving
a dock about 560 ft. by 1100 ft. on which bituminous
coal is stocked 30 ft. high. The second installation re-
ferred to, on section 3 of this dock, consists of one
Ileyl & Patterson bridge having a single span of 551
ft. and being 7121/4 ft. long overall, on which is
operated a man trolley equipped with a 12-ton clam-
shell for unloading, stocking and reclaiming, and
6-ton clean-up clam. This bridge serves a section of
the dock about 610 ft. by 750 ft. and stocks bituminous
coal to a height of 50 ft. Coal is reloaded to cars at
both ends of the bridge and rescreened, when desired,
at the pier end. Provision has also been made in the
construction of the bridge for the future installation
of a more elaborate detached screening ])lant for re-

J

■

t* ^^^»j^^Bf^^^^^^

-iU

i , . "mi..

■f"^'

t r t «

|Pg|lf|HBHt>W(l<«

i^^^^^^^^^^^^^H

is

m

^

Fig. 27 Loading Plant and Trucks at Shear End of North
Western Fuel Company's Bridge No. 5, Dock No. 1,

Superior

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

289

-!^|

/T^^^;4^l44^^^'^^]^ii ^^^

— •■" .'-- ' fl

mi y^j ^^^^^'X^^tm

Fig. 26 Hdlett Automatic Unloaders, Thansfeh Cars, and Stocking and Reclaiming Bridge on Canadian Pacific Dock,

Fort William

preparation of coal. There is required ou this bridge
for its operation one man trolley operator and one
oiler. This bridge has a rated capacity for unloading
and stocking coal on dock from a 10,000-ton boat in 20
hours, acomplishing with a single unit and with only
two men ou the bridge, as much as four unloading
hoists with a total of eleven units accomplished with
about ten or twelve men on the equipment in the first
mentioned installation (Figs. 27 and 28).

An incidental advantage of bridges long enough to
span the entire width of dock is the elimination of
intermediate runways or supports from the stocking
area, which in the short span bridges, reduce the
storage space and obstii^ct the operations of stocking
and reclaiming.

At the present time two installations are being
made, one on the Reiss No. 3 Dock at Superior, which
is being equipped with a Heyl & Patterson bridge ; and
another on the Missabe and Northern Dock at Duluth,
comprising Mead hoists and cable railway system witli
bridge, as previously mentioned.

METHODS OP HANDLING AT RECEIVING DOCKS

Wliile it is evident, from a consideration of the

several tj'pes of plants briefly described above, that
there are several methods of handling the coal at the
receiving docks, it is true that these methods group
themselves under two general heads, as follows:

a That in which the bulk of coal is broken at the
dock front by temporarily storing the coal in
a receiving hopper, located, in the hoists, for
later discharging to independent units for trans-
ferring to stock pile ;
i That in which coal is delivered direct to stock
pile in a single operation without breaking bulk.

Under case (a) , where bulk is broken at the dock front,
the unloading is done by fixed or traversing hoists or
unloaders used only for this operation, while the stock-
ing is done by equipment ordinarily acting indepen-
dently of the hoists. This stocking equipment is of
various types, and the method employed for stocking
is again divided into two general classes :

(1) That in which no provision is made for longi-
tudinal transfer of the coal, necessitating its
being stocked directly back of the unloading
tower, so that boat must be placed opposite the
area on which coal is to be stocked.

Fig. 28 North Western Fuel Company's Dock No. 1, Superior, showing Anthracite Section and Largest Coal Handling

Bridge in.stalled to Date

290

COAL HANDLING AT THE GREAT LAKES, G. II. HUTCHINSON

Fig. 29 Brown 7-Ton Stocking Titb on
North Western Fttel Company's Su-
perior Dock No. 1

(2) That by which provision
is made for longitudiual as
well as transverse move-
ment of the coal in trans-
ferring to stock pile, giving
perfect flexibility in stock-
ing and enabling the coal to
be stocked on any part of
the dock desired, regardless of the position of
the boats and hoists.

Method (a-1) obtained in a few of the earlier plants
but has now been largely, if not entirely, displaced by
the method designated as a-2.
Method (a-2) is used in

Plants equipped with transfer cars and stocking
bridges

Installations of dump ear systems operated either by
hand or by cable on bridges or stationary run-
ways

Systems of longitudinal and transverse conveyors

Fig. 30 Brown -I-Ton Shovel Bucket on
North Western Fuel Company's Su-
perior Dock No. 1

P'iG. 31 First Heclaiming Clam at
the Head of the Lakes, designed
BY Fred Barrows. First used at
THE Ohio Coal Company's Dock
IN 1888 or 1S89

Longitudinal conveyors in con-
junction with trolleys, or
conveyors operating on
transverse runways, o r
bridges
Method ( b ) comprises

One or more units designated as
coal handling bridges on
eacli of whicli a single trolley is used for the
various operations of unloading, stocking, re-
claiming and delivering to bins for reshipment
by rail
Traversing hoists registering witli stationary run-
ways, or combined units made up of fixed hoists
in line with stationary transverse runways
Trolleys employed in stocking are ordinarily
equipped either with automatic dumping tubs,
which ai'e self-righting, or with drop bottom
skips.
The reclaiming of coal for reshipment by rail is done
b.y various methods dependent in part upon the method

Fig. 32 Hulett 7^-Ton Clamshell Grab Bucket

Fig. 33 Heyl and Patterson Man Trolley and 12-Ton Un-
loading Clamshell on North Western Fuel Company's
No. 5 Bridge

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

291

employed in stocking. Where tlie stocking is done by
means of trolleys, automatic cars or belt conveyors,
operating on bridges or runways, the reclaiming is
largely done by trolleys equipped either with shovel
buckets or clam-shelled grab buckets, which have prac-
tically superseded shoveling to tubs. Where coal is
stocked by flight conveyors, the over and under type is
used, the reclaiming being done on the lower run of
conveyors, which are enclosed in concrete or timber
tunnels, running underneath the coal piles.

CLAMSHELL GRAB BUCKETS

On practically all unloading equipment in which
the stnictural and mechanical parts are of sufficient
strength to permit, clamshell grab buckets have super-
seded the tubs formerly in common use. The clam-

Clamshell grab buckets of several types and makes
now in use, are shown on Figs. 32 and 33.

The process of breaking do^vn or the removal of the
free coal from the hatches of the vessels at the present
time, is done by means of clamshell grab buckets, which
cpen crosswise of the boat, and are of such width as to
have sufficient clearance in entering the hatch. For-
merly, the coal out of ready reach of the unloading
clams was either trimmed to the hatch by hand shovel-
ing for picking up by the clams, or hand shoveled
to tubs, and, in some instances, to the clam itself in
cleaning up the boat. As this process, however, neces-
sitated considerable intermittent high priced labor,
various methods have been devised for cleaning up the
boat by mechanical means.

The first equipment, of wliich the writer has knowl-

FiG. 34 Hetl and Patterson -I-Ton Clean-Up Clam, installed
ON North Western Fuel Company's Dock No. 2, in 1912

shell, designated as the two-rope type, is ordinarily
used on larger installations, while the single rope type
is sometimes used in replacing tubs on old hoists, and
on some new installations where simplicity of the
hoisting mechanism or light weight on the trolley is
desired.

The first clamshell used at the Head of the Lakes was
invented by Fred Barrows, in about 1888 or 1889, and
manufactured under patents of Mr. Barrows and D. B.
Smith, both of the Ohio Coal Company, which patents
were later purchased by the North Western Fuel Com-
pany. This clam was used for reclaiming only. A
clam of this type, still in sei*vice on the North Western
Fuel Company's Dulutli dock, is shown on Fig. 31.

The first unloading grab bucket put into service at
the Head of the Lakes, was the Newell & Ladd clam-
shell bucket and was installed on the Duluth dock of
the Ohio Coal Company in 1895. The first clam of
this type was made by the John A. Mead Manufactur-
ing Company in 1883, and the clams were used to a
limited extent in the East. This was one of the first,
if not the first, clam to come into general use.

Fig. 35 Heyl and Patterson 6-Ton Clean-Up Clam, 13 Ft.
6 In. Wide, with 24 Ft. Reach, installed on North
Western Fuel Company's No. 5 Bridge, Dock No. 1,
Superior

edge, in which the cleaning up of the vessels by
mechanical means was provided for, was the Hulett
automatic unloader designed by ]\Ir. G. H. Hulett, the
first installation of which was made at the iron ore
docks of the Pittsburgh & Conneaut Dock Company
of Conneaut, Ohio, in 1898. In these unloaders, the
clamshell, which is of large capacity, was rotated after
entering the hatch so as to extend lengthwise of the
boat, enabling it to reach the ore tributary to each
hatch. These machines had an unloading capacity far
in excess of any equipment previously installed, and
have been extensively used in the unloading of iron
ore at the lower lake ports.

Following the development of the unloader above
mentioned, clamshells came into general use in the
unloading of both ore and coal, and several devices
were tried out with varying degrees of success for
scraping or trimming the ore and coal from the wings
to within reach of the clamshell, with view to avoiding
hand trimming and hand shoveling to tubs in cleaning
up the vessels.

292

COAL HANDLING AT TUE GREAT LAKES, G. H. HUTCHINSON

In the Brown swiveling trolley developed for this
purpose a turntable is provided, which rotates the clam
in the hold of the boat, and is used on the recent in-
stallations of the Brown equipment on the Nos. 5 and
7 docks of the Tittsburgli Coal Company at Superior
and Duluth, to which reference has previously been
made.

The lieyl & Patterson clean-up clam is built of
dimensions to permit its entering the hatch closed and
to open below deck hmgthwise of the boat, with a
reach of twenty-four feet, covering the entire space
center to center of the hatches on each side of the
iiatch being worked, thus requiring the clean-up clam
to be worked only in alternate hatches for boats having
hatches spaced twelve foot centers. This clean-up
clam, first installed on the North Western Fuel Com-
pany's Superior Dock No. 2, has been applied in a
considerable number of later installations of both
hirger and smaller capacity, and in each case is so
proportioned as to give the same total lifted load on
the trolley as for the unloading bucket (Figs. 34 and
35).

The Mead Company has since produced a cleau-iip
clam of less reach and dead weight, with eapaeit3'
for proportionately greater coal load.

For the trimmings of anthracite coal within storage
buildings in stocking and reclaiming, and for the
transferring of bituminous .screenings to and from
stock piles, steel scrapers, sometimes designated as fly-
ing scrapers, were introduced in about 1890. These
scrapers are ordinarily worked by means of ropes, for
pulling them in opposite directions.

SCREENING

Coal is screened before shipment from the mine and
all anthracite and all bituminous coal, with the excep
tion of railroad coal, which is used largely for loco-
motive firing, is reprepared before reshipment from
the dock, care being taken to make tlie coal of each
grade uuifoim. It is also carefully inspected upon
its arrival by vessel ; while being unloaded ; and dur-
ing the process of repreparation ; eaeli eai- load is also
inspected while being loaded for rail shipment.

Various types of screens are used, choice of type
■being made to suit kind of coal, the tonnage handled
at a single point, and the particular part of the pro-
cess for which the screen is to be used. Wlien coal
is to be loaded out through various openings in long
continuous lines of bins, where the tonnage loaded out
over each screen is comparatively small, single station-
ary lip screens are used with good results. This type
of screen is also considerably used in the rescreen-
ing of the degradation made in the first screening
process. For anthracite coal, the screens used are
either wire mesh or perforated plate ; and for bitu-
minous coal, they are of the bar type. Automatic
baffles or retarders are occasionally used for controlling
the flow over lip screens, but possibly one of the

most effective devices is a flight convej-or of light open
construction running over the screen surface at a pre-
determined speed. This controls the velocity over the
screen and insures uniform discharge to the car.

Wliere, however, large tonnage is to be loaded at
centi'al shipping pockets, either mechanical screens or
a large bank of lip screens are used. Mechanical
screens are of two general types, revolving screens and
shaking screens. Revolving screens are provided with
one full length inner jacket and one or more concentric
shorter outer jackets, and shaking screens are made
up either with a single bed or in tiers of two or more
beds for the proper separation and distribution of
the coal.

RELO.VDING FOR R.\IL SHIPMENT

Three general methods are used in reloading coal
to cars for rail shipment:

a That in which coal is loaded out through a long
continuous line of bins, with loading chutes or
lip screens at frequent intervals permitting the
loading of several cars simultaneously. Bitu-
minous coal, under this method of loading, was
formerly trimmed in the ears by hand, while the
anthracite was, and to some extent still is, trim-
med in the ears by the use of telescopic chutes
attached to forked aprons at the outer end of
the screens. Box car loadere are now used for
both kinds of coal.
h That in which the coal is loaded out through
central shipping pockets, which is made possible
by tilting box car loaders having capacity of
from ten to twelve cars per hour or from 3000
to 4000 tons per 10-hour day.
c That in which the coal is loaded out through bins
mounted on traversing eoal handling bridges or
through detached movable screening plants, the
coal being trimmed in the car either by portable
box car loaders traveling along the dock or by
box car loaders mounted on the bridge or screen-
ing plant.
As a great deal of the coal is now shipped in box cars,
and loading these cars by hand is both slow and ex-
pensive, a number of mechanical loaders have at
various times been put on the market. The first box
car loader^ of which we have record is that invented
by Richard Ramsey of Illinois in 1885. This was manu-
factured by the Ottumwa Box Car Loader Company
and the Litchfield Foinidry & Machine Company. Two
years later, in 1887, William Ramsey of Iowa invented
a loader which was also manufactured by the Ottumwa
Company. In 1894, F. W. Bond invented the third
loader, which was built by the Litchfield Foundry &
Machine Company. The eoal was so badly broken and
the cars so badly damaged by these loaders, that their
manufacture was soon discontinued.

i~Data relative to early history of box car loaders are taken from
q Daccr read by Wm. L. Affelder, Supt, Mosgrove Coal Co., before
tbe (Vntrnl Mining Institute of Western Pennsylvania^ December
1904.

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

293

Fig. 36 Ottumwa Steam Box Car Loader, installed on
North Western Fuel Company's Dock No. 1 in 1902.
First Portable Loader ever bitilt

loader, equipped with engine and boiler. The follow-
ing year, the same company, also at the request of the
North Western Fuel Company, developed the first elec-
tric loader, which was installed on the same dock.
Since that time, a large number of electric portable
loaders of this make have been installed at the head
of the lakes. In the Ottumwa loader, the coal is
trimmed in the ears by means of a reciprocating cradle
and pusher traveling therein the full length of the
cradle, Fig. 36.

During the same period, a large number of Christy
portable electric loaders have also been installed on
the docks in Duluth and Superior. The distinctive
feature in this loader is the iise of a steel lagged con-
^■eyor for trimming coal in the car, the speed of the
conveyor being under control to suit conditions of
loading, Fig. 37.

In 1906, a Smith tilting bo.K ear loader was installed
on the North Western Fuel Comj^any's Dock No. 1 by
the Dodge Coal Storage Company, with rated capacity

Fic. 37 Christy Box Cab Loader Company's Electric Swiv-
EMNG Conveyor Loader, installed on North Western
Fuel Company's Dock No. 1, Superior, 1913

Fig. 39 Manierre Conveyor Loader, mounted on Bridge
Pier, Carnegie Co.\l Company's Dock No. 2, Duluth

In 1897, the first reallj* successful loader was manu-
factured by the Ottumwa Box Car Loader Company,
although their first loader built two years previously
was a failure. In 1898, the first Christy loader, in-
vented by J. M. Christy, was installed in Des Moines.

The following year, the first Victor loader, invented
by D. A. Chappell, President of the Victor Fuel Com-
pany, Denver, was installed.

In 1900, the Smith gravity loader, invented by S.
Kedzie Smith, Civil Engineer in Billings, Mont., was
installed for the Northwestern Improvement Company,
Roslyn, Wash. This is manufactured by the Dodge
Coal Storage Company and the Ottumwa Box Car
Iioader Company.

In 1902, the Ottumwa Box Car Loader Company'
developed, at the request of the North Western Fuel
Company, and installed on their Superior Dock No. 1,
the first portable box car loader. This was a steam

Fig. 38 Smith Tilting Box Car Loader, built by the DodgE
Coal Storage Company

294

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

for handling 100 cars or 3000 tons of anthracite coal
in ten houi's. Tliis loader tilts the car endwise on the
cradle, which permits the flow of coal alternately to
each end of the car by gravity. After the two ends
are loaded the car is brought to level position and the
middle of the car filled without hand trimming. This
type of loader permits the loading of a large tonnage
at a single central point, and is used for handling botli
anthracite and bituminous coal. Smith loaders liave
since been installed on the Philadelphia & Reading
dock in Superior and the Carnegie No. 2 dock in i)u-
luth, Fig. 38.

For the puipose of handling bituminous screenings,
there was installed on the North Western Fuel Com-
pany's No. 1 dock in 1909 a Fairmont centrifugal
loader, manufactured by the Fairmont Mining Machin-
ery Company, of Fairmont, "W. Va. In this loader the
coal is received by a cylinder, from which it is dis-
charged by blades attached to a rotating head.

Two other types of loaders liave recently been de-
^■eloped in Milwaukee, one of which, the Manierre
loader, is adapted for handling botli bituminous and
anthracite coal. The Hanna Coal Company installed
two of these loaders in 1912 for handling anthracite.
Since then, three loaders of this ty|3e have been in-
stalled on the bridge piers on the Pittsburgh Nos. 5
and 7 docks for handling bituminous coal, and a fourth
loader for anthracite has been installed on No. 7 dock.
This is a stationary type of loader, located on the same
side of the car as the loading bin, as shown by Fig. 39.
The distinctive feature of tliis loader is the swinging
supporting arm, to the outer end of which the con-
veyor is pivoted. This permits conveyor being ex-
tended alternately into the opposite ends of the car,
allowing low conveyor speed in unloading.

In 1911, the other type of stationary anthracite con
veyor loader was designed by Mr. John Ecks, Chief
Engineer of the Milwaukee- Western Fuel Company,
and was installed on one of the docks of this company,
for loading anthracite coal to box cars on two tracks,
between which it is located. The distinctive feature of
this loader is the reciprocating motion of the belt con-
veyor, permitting it to travel toward the end of the
car for reducing throw of the coal to the minimum,
thus permitting low conveyor speed.

Tlie following year, one of these loaders was installed
for loading anthracite coal at the North Western Fuel
Company's Superior Dock No. 1.

With the exception of a few of the earlier steam
loaders, the portable loaders thus far installed have
been electrically operated. At the present time, how-
ever, a Christy ' ' Superior ' ' type loader is under eon
struction for the North Western Fuel Company's Su-
perior Dock No. 2, in which a gasoline engine will fur-
nish power for the travel of the loader along the dock.
Portable loaders sei-ve not only for loading coal, but
also for the switching and spotting of loaded and
empty cars.

To expedite loading operations, the spotting and
local switching of ears, when not done by the portable
loaders, is usually done at the receiving docks by one
of the several types of rope haulage or carpuUer sys-
tems. Gravity tracks are also frequently used where
conditions make it desirable. At the car dumpers at
the lower lake ports it is customary to run the cars
down grade from the storage tracks onto a kick-back
track, after which they are run onto the cradle of the
car dumper by means of a small ear attached to a liaul-
age rope, variously designated as a ground hog, mule
or pig.

Cars are weighed before and after loading on rail-
road scales of from 100 to 150 tons capacity. Both the
overhead and pit types of scales are used and are ordi-
narily provided with dead rail. Automatic scales are
used to a limited extent, and where this type of scale
is not in use, the scales are of recording or registering
beam type, which enables the weighmaster to retain a
ticket for each car, with the net and gross weights
stamped thereon, corresponding to the position of the
poise, thus avoiding the possibility of error in writing
the weights. The weighing in Minnesota and Wiscon-
sin is done by the Western Railway Weighing Associa-
tion. Every precaution is taken to insure accuracy
in weighing, and the scales are given frequent atten-
tion and are regularly inspected by the dock com-
panies. Periodically, inspection and tests are made by
the state scale inspectors, for which purpose a special
test car is used. The scales at the retail yards for
weighing coal delivered by auto trucks and wagons
are given the same attention. Both the track and
wagon scales are balanced frequently during the day,
while in service. Smithing coal, which is sacked for
shipment in comparatively small quantities, is weighed
on w-heelbarrow scales during the process of sacking,
prior to taking total weight on wagon or track scales.
Conveyor weighers, by which the weight of the coal
being handled by belt conveyor is obtained automat-
ically by electrical device, have been in use for several
years to a limited extent by purchasers of coal and
other bulk material, and also for cheek weighing, but
have not thus far been used on the coal docks at the
receiving ports for determining shipping weights.

CONDITIONS RELATING TO THE HANDLING OP COAL

In the handling and storage of coal, numerous pre-
cautions are necessary in order to avoid undue break-
age or degradation. It is necessary to break bulk as
few times as possible in handling the coal from the
time it leaves the boat until it is loaded to cars for re-
shipment by rail. With the same end in view, it is
also necessary to limit the free fall of the coal and the
velocity of the flow as much as practicable. In com-
pliance with above conditions, coal handled by clams
or other buckets should be lowered to pile or bin before
being discharged. An ideal device for lowering an-
thracite and other small sized coal vertically, where

COAL HANDLING AT THE GREAT LAKES, G. H. HUTCHINSON

295

the drop would be large, is the Humphrey type of shelf
lowering chute, which consists of a vertical shaft, in
which the shelves, placed alternately on opposite sides,
are so arranged that the coal flows over itself at a uni-
form moderate velocity, regardless of the distance
through which the coal is lowered. Where it is de-
sired to lower and also convey the coal horizontally
by gravity, step chutes built on similar principle are
employed to advantage.

The deterioration of bituminous coal in storage is
slight, and recent experiments show it to be less than
it is commonly supposed to be. Anthracite coal is not
subject to any appreciable deterioration even though
stored out of doors, but to supply the demand for
bright coal it is housed in buildings for protection from
the weather.

The liability of bituminous coal, especially screen-
ings and some grades of run of pile, to spontaneous
combustion, has made it necessai-y to limit the height
of pile to suit the available rehaudling facilities, as
the first step in handling a coal fire is to get direct
access to the fire by rehandling the hundreds, and fre-
quently thousands, of tons of coal within the inverted
cone tributary to the small area at the bottom of the
pile, where the fire starts. It is sometimes also neces-
sary to isolate the burning area to prevent the fire
spreading. After the fire is uncovered, it can be ex-
tinguished by the use of water and the rehandling of
the smoldering or burning coal. The application of
water, however, to the top of the original coal pile is
ordinarily useless and frequently increases the fire.
While the liability to spontaneous combustion cannot
be entirely eliminated, a clean dock surface and the
absence of combustible foreign matter within the coal
pile, and, after the coal is in storage, careful wateli-
ing and prompt rehandling upon the first indication
of heating, reduce the liability to a minimum.

Another essential condition, which is being com-
plied with in an increasing degree, is the safeguarding
of employees by the provision of sanitary conditions

7Tw^3

V

-*r^^^ — "'^v ''T^fv/^

^A

^|3

hS^

^*^*^

r^iWilM

Pi

1^

c^=«

p -*^ J^W

W'J

\

NM^-i

' Jlj

\m-L

1^^

b

^m^^gM^JL ■

M

Fig. 40 Specialtt Engineering Compant's Wagon Loader,
North Western Fuel Company's Yard No. 1, St. Paul,
1914

Fig. 41 McMyler MECHANiciL Plant for Retail Yard
Cleveland and Pittsburgh Coal Company'.^ Retail
Yard, Cleveland

and the application of safety appliances to the dock
equipment. For the removal of coal dust from en-
closures where it is produced in unusual quantities,
dust exhaust fans are being introduced for the benefit
of employees and to facilitate operations.

The use of electric power in place of steam, which
was common until twelve or thirteen years ago, has
several very marked advantages. Electric power can
easily be distributed, with comparatively small loss, to
various remote centers on movable equipment. Branch
lines can readily be cut out when not in service, and
tliere is slight loss from leakage in feeders whether
the motors are in operation or idle. Other advantages
are the control of motors by means of magnetic
switches and master controllers, and the ease with
which automatic safety devices can be introduced for
safeguarding operations of hoisting and lowering of
bucket, and traversing of man trolleys and bridges.
Dynamic braking is also a valuable feature in man
trolley operation, where the loads are heavy and high
speed is attained. Probably the greatest disadvantage
in the use of electricity in place of steam is the absence
of steam for heating purposes, as, while the use of
electric heaters is feasible, the cost is excessive. In
hoisting operations, current fluctuations are excessive,
owing to peaks incident to accelerating and to inter-
mittent operation of the individual units. When con-
ditions warrant, provision is made for equalizing the
load on the generating plant by the installation of
motor-generator flywheel set or storage battery.

The handling of coal in retail yards is another im-
portant branch of industry. The most of these yards
simply have covered sheds, into which coal is unloaded
from cars and from which coal is loaded into wagons
and auto trucks by hand shoveling. Where the
volume of business warrants, however, elevator and
conveyor installations for vmloading and stocking coal
in sheds and bins are coming into more general use,
and electric portable wagon loaders, shown on Fig. 40

296

MINNEAPOLIS FLOUR MII-LIXG, CHAS. A. LANG

for taking coal from storage pile at ground level and
loading to delivery tracks are being more generally
used. An increasing number of plants are being in-
stalled for mechanically performing all the opera-
tions at retail yards of large capacity, with three to
five ton auto trucks for long hauls, Fig. 41.

The non-occurrence of high grade coals in this sec-
tion of tlie country, and tlie higli co.st of delivery by
rail incident to long liaul. make of vital importance
careful i-oiisidi'ratioii of the subject of clu-ii]) lake

transportation, and the development of mechanical
equipment which will at low cost, and with dispatch,
load, laiload, and deliver to the consumer the large
and rapidly increasing tonnage of coal required for
distribution throughout the northwest.

The writer wishes to acknowledge the courtesy,
which has been extended in furnishing information
for this aiticle by the management of the various coal
companies and by the manufacturers of the equipment
hi'i'ein described.

MINNEAPOLIS FLOUR MILLING

BY CHAS. A. LANG, MINNEAPOLIS. MINN.

Junior Member of the Society

IN tile popular mind, the word flour is as intimately
associated with the name Minneapolis as steel is
with Pittsburgh. The first manufacturing enterprise in
Minneapolis was a government grist mill built in 1823
by Colonel Huelling from whom Fort Snelling derives
its name. He sent, under Lieutenant McCabe, a de-
taclmu-nt of fifteen soldiers to the west bank of the
Falls of St. Anthony and on the site of the present
mill '■ ]J " of the Northwestern Consolidated Milling
Company, the first mill was built. It was a crude
aft'air about 20 ft. square, built of logs and containing
one pair of mill stones. The power was derived from
a log flume from the crest of the Falls, discharging
into a flutter wheel at the mill.

From such a beginning has the present milling in-
dustry and its allied interests gro\\Ti. The potential
possibilities of the Northwestern territories for the
production of wheat was, at that time, undi'eamed of.
The water power was evident and gave the first in-
centive for the building of grist mills and lumber mills
at Minneapolis. The supply of wheat in that time
was the most serious handicap. The fitness of the soil
in the immediate vicinity for raising wheat was not
known. The soldiers at the time of building the first
mill tried their hands at raising wheat and as very
light crops resulted, they were soon discouraged and
gave it up. This first mill ceased grinding wheat
about four years after being built.

This seemed to be the end of flour milling, for noth-
ing was heard of the government mill until about 1849
when tlie town of St. Antliony was established on the
east side of the Falls. The first court ever held in
Hennepin County convened in the old mill in 1849.
The mill was apparently the only place available at
that time for court sittings. It is a far cry from a
grist mill to a court of law, and serves to show how
close was the connection of the flour mill with the
early liistory of the settlements M'liich were to form

Presenti'il «t the Spring McotiiiK. St. I'lUilMinnoapnlis. 1914, of
Tin: AMEiiiCAN Society of Mechanicai, Encineers.

the future city of Minneapolis. The west side of the
river at the Falls \\as still a government resei'V'ation.
Upon this ground now stands what is known as the
milling disti'ict and is the center of the flour manufac-
turing industry in Minneapolis.

The history of the various mills as they were de-
veloj^ed from the time of the old government mill is
too long a story to go into at this time, covering as it
does, a period of some 80 years. This history in itself
covei's practically every development and invention
that gave rise to the present system of American mill-
ing. It is not a record of success in every venture,
for mills were destroyed by flood aud fire and rebuilt
in continuously increasing size and completeness.
Some men made fortunes and others failed. With
them all there was the belief that Jliimeapolis would
be a great milling center. Transportation facilities
were crude and uncertain; the difficulties of getting
tlie grain to their mills and their product to the mar-
kets of the world made many give up the field. Mills
were dismantled, built and rebuilt to take advantage
of some newly invented system of milling, and money
was spent with a lavish liand to improve the quality
of their product over that of their competitors. It
became a question of the survival of the fittest. One
mill would receive a shipment of machinery and try
to hide the fact from the other mills. The mill would
be closely guarded while this new machinery was in-
stalled aud operated. It would be but a short time
before one of the emploj'ees would go to some other
mill and the secret become common property. There
is no doubt but that this keen rivalry between the
various mills in raising the standard of the product
of all the mills, gave Minneapolis its standing to the
point where Minneapolis Patent Flour is the standard
b.v which all are nidged.

The great mill explosion of May 2, 1878, which
destroyed the Washburn " A," Pettit, Galaxy, Hum-
boldt, Diamond and Zenith Mills, threatened to bring
Minneapolis milling to a sudden end. Instead of that.

MINNEAPOLIS FLOUR MILLING, CHAS. A. LANG

297

the industry was many times strengthened by new and
better mills erected on the site of the ruins. In the
new mills, the mistakes of the past were corrected and
the possibility of a second dust explosion greatly
lessened by the use of air suction systems for re-
moving the dust as it was created in the machines and
befoi'e it could fill the air of the mill. Tliis great ex-
plosion occurred in the Washbiirn " A, ' ' and was so
violent that it is said that hardly one stone was left
on top of another. The walls of the surrounding mills
were wrecked so that the fire, which followed, quickly
completed their ruin. A second fire occurred in 1881,
which destroyed the Pillsbury " B," Excelsior, Em-
pire and Minneapolis Mills, the latter exploding as a
I'esult of the fire. The rebuilding of these mills
marked the passing of the old milling district.

teed efficiency of 87 per cent. All of the larger mills
have their water power supplemented by steam power
or electric motors driven from the central steam sta-
tions. Where formerly each mill had its individual

Fig. 1 Roll Floor

From that time up to the present, the operations
have been more in tlie increasing of capacity and the
improving of milling systems than in the building of
new plants. The larger companies have improved
their grain handling facilities by the building of large
terminal elevators in eormeetion with their mills. This
grain storage assures a uniform supply of the various
grades of wheat and puts it in the proper condition
for deliveiy to the mill. The building of these eleva-
tors as well as the increase of capacity of the mills,
called for increased power. To meet this condition
large central steam power stations have been built
and hydi-aulic turbines of increased power and ef-
ficiency installed, so that in the present milling district
is seen some of the most modern and up to date power
apparatus that the market affords. As an example, at
the present writing, there is being installed by two mill-
ing companies, two pairs of 42-in. hydraulic turbines of
1800-h.p. capacity, to have in their settings a guaran-

FiG. 2 Purifier Floor

steam plant for relay, most of these have been aban-
doned in favor of the electric drive from central
stations. The consolidation of the various mills into
the present three large companies made it possible for
each to centralize its power.

The present capacity of the Minneapolis mills is
84.000 bbl. of flour every 24 hours. There are 23 mills,

Fig. 3 Sifter Floor

which makes the average capacity 3600 bbl. per mill.
The largest mill in the world, the Pillsbury " A," has
a record of having made 16,125 bbl. in one day, al-
though its capacity is rated at about 11,000 bbl. The

298

MINNEAPOLIS FLOUR MILLING, CHAS. A. LANG

mills vary in size from tliis to experiiiicutal mills of a
few hundred barrels capacity. Flour mills run 24
hours a day, sometimes for many weeks without stop-
ping. The usual ruiming time is from JMonday morn-
ing to the following Sunday morning.

THE MINNE.VPOLIS WATER I'UWEH

The Falls of the St. Anthony have played so promi-
nent a part in the development of milling in Minne-
apolis, that they deserve special mention. The present
developed power is approximately 60,000 h.p. under
an average fall of 47 ft. This power, with the ex-
ception of 12,000 h.p. in the Hennepin Island station
used by the Street Railway Company, is practically all
taken by the flour mills. The races from the mills and
this island station discharge into the pond of what is
called the Lower Uam. This gives another fall of 18
ft. and is used entirely in a second plant where 10,000
h.p. is generated for use of the Street Railway Com-
pany. The Hennepin Island Station is an excess plant
and is run only when the demands of all other users
of power are satisfied.

The unit of measurement is the mill power defined
as 30 cu. ft. per second under a fall of 22 ft., or ap-
proximately 7."j-h.p. gross. The mill powers are niun-
bered from 1 to 48, there being in many cases several
having the same niunber. Under conditions of limited
water supply such as occur in the winter months, the
mill powers are cut off in the inverse order of their
pi-iority number. This is. Series No. 48 would be taken
off first and so on down until a balance was reached
between the available supply and the amount used.
It is under such conditions that the steam relays have
to be used. Eaiiy in the history of the mills, these
mill powers were owned or leased by the various mill
owners in proportion to the power they iised, and the
water power company was something in the nature
of a cooperative organization. Tlie rental of the early
powers was but nominal, which gave so little for divi-
dends that free powers were given instead. These
free powers and also the leased powers are perpetual
and non-assessable. As the value of the power began
to be appreciated, the rental increased when new leases
were made to where $1000 per year was charged for
Series No. 48.

In the water power development of the main falls,
there is nothing that could rightly be called a dam.
Underlying both sides of the river and the falls, is a
limestone ledge which is about 12 ft. thick on the down-
stream edge, and which tapers in thickness as it ex-
tends up stream to where it stops some 1200 ft. above
the Falls. In fact, it is like a shingle with its thin edge
lying up stream. The downstream edge of the ledge is
in the fonn of a great hollow square or horseshoe
whose sides extend down stream. At the upper end of
the hollow square in the center, is the spillway. This

is an apron which protects the face of the ledge and
slopes from the top of the ledge to the pool below.
Starting from either end of the apron, extending up
stream and built on top of the ledge in an elongated U
shape, is a dam which gives a depth of water of 14 ft.
above the ledge, forming the mill pond, from which the
water is taken in canals to the mills. The water spills
over this dam on to the ledge and down over the apron.
From ends of the apron and forming a continuation
of the dam, are walls built on top of and following the
edges of the ledge downstream. These walls form the
river side of the main head races to the mills, one on
either side of the river. The mills on the river side
of the head race have their front walls built on the wall
of the canal and their back walls extending down to
tail race level, making them some three stories higher
in the back than in the front. These mills take their
water supply through penstocks and the water-wheels
discharge directly into the main tail race. The mills
on the other side of the head race take their water
through canals from the head race into open flume
\\aterwheel settings. These wheels discharge through
holes cut through the ledge. From these wheel pits
tunnels are cut under the ledge to the main tail race.
The formation below the ledge is a tightly compressed
white sand which just misses being sandstone, and it
is through this that the tail races are cut. ]Most of
these races are lined with concrete or brick up to the
ledge, the ledge making the roof.

The water power development in its present state
was not reached without as many serious mishaps as
befell the mills in their evolution. The earlier retain-
ing walls and canals were timber and crib structures,
and there were many wash-outs, even carrying entire
mills away. In 1870 the most severe wash-out oc-
curred. Through a break on the east side, almost the
entire I'iver ran under the ledge, and it looked as if the
Minneajjolis water power were a thing of the past. It
was then that the federal authorities were called upon
for help. Congress appropriated over half a million
dollars, and with this a dike or cut-off wall was built
across the river luider the ledge.

In the early days there was no attempt made to main-
tain a uniform head of water by limiting the amount
each mill could use. When the water was low it was just
a grand scramble to see who would get enough to keep
their mill running. Stories are told of how, when
there would be but two or three feet of water in the
canal, the crew in one mill would build dikes of sand
bags and boards to divert the water into their wheel
pit. Then the crew from the mill below them would
try to tear out the dike so they could get the water, and
a fight would ensue with material damage to the heads
of the party having the smallest number of picks and
shovels. The power on the east side of the river was
controlled by the St. Anthony Falls "Water Power
Company, and on the west side by the Minneapolis

MINNEAPOLIS FLOUR MILLING, CHAS. A. LANG

299

Mill Company. While these two companies still exist,
Ihej' are now under the same management.

THE MILLING PROCESS

Pi-obably the oldest known mechanical process is the
I'eduction of seeds or grain to meal. The prehistoric
man may have had a loom for weaving his cloth, but
he did not leave one for us to see. He did leave us
the hollowed out boulder to testify to the fact that he
ground his wild seeds that they might be made more
suitable as food for human beings. He discovered the
fact that his digestive apparatus was not effective in
penetrating the outer protective coating of the seeds
so that the meat within might be assimilated and give
him strength. His mental processes may have been

Hungarian process is misused when it is given to cover
the use of chilled iron rolls, and such is often the case.
This process can be carried out on Buhr stones as well
as on rolls.

The next improvement was the purifier which was
developed in Minneapolis, and is distinctively an
American contribution to milling, althougli some at-
tempts had been made in France to use such a machine.
The purifier is a machine which in simple terms can
be described as a reciprocating sieve over which passes
certain of the streams of mill stock and through which
is drawn a ciirrent of air wliicli removes the dust that
would cause discoloration in the finished flour.

The old-time method of making flour was to reduce
the wheat berry in one grinding operation to as nearly

Fig. 4 Milling District from West

as ci-ude as his time, but they were concerned chiefly
in getting food and clothing — mostly food — and he
seems to have solved the problem for many following
generations.

For ceiituries the mortar and jiestle were the mills
for the grinding of grain. It is still used in the less
civilized countries. Then came the stones which were
too large to be easily used by hand and were turned
bj' animal or man power in treadmill style with a long
sweep attached to the upper stone. The French Buhr
stone of tlie present day is the same idea except that
the upper stone is driven by a vertical shaft which
passes down through the hole or eye of the lower or
stationary stone. Tliis type of mill is not entirely ob-
.solete but is used in some of the present day mills
for finishing certain of the purified streams or mid-
dlings.

In ]S39 came the next step when cast-iron rollers
began to be used in Budapest. The first successful
machine used there was the Sulzberger cast-iron roller
machine. About this same time the Hungarian millers
began to use the gradual reduction process which came
to be known as the Hungarian process. The term

the fineness of the finished product as was possible.
That part of the bran or husk which was not at the
same time reduced to an equal fineness to the flour,
was removed by sifting. The flour obtained by such a
process was inferior in color, containing as it did a
large percentage of finely ground bran and dust from
the crease in the wheat berry.

The Hungarian, or gradual reduction process, is
the sj'stem in which the wheat passes through nu-
merous grinding operations in series before its final
reduction to flour. The first grinding operation, or
first break, as it is called, lays the berry open. The
next or second break, cuts ofi: some of the inside of
the berry left exposed by the first break. The third
break takes off some more, and so on to the fifth and
final break where nothing but the bran is left in its
familiar flattened condition. The pieces of the inside
of the berry cut off by the break rolls, are called mid-
dlings and are what are finally reduced to flour. The
middlings are passed over the purifiers and the dust
caused by the grinding is removed. Dust cannot be
removed from the flour, and therein lies the advantage
of the gradual reduction process in producing clean,

300

MINNEAPOLIS FLOUR MILLING, CHAS. A. LANG

white Hour. The term eut is used in deseribiug the
action of the break rolls, as tliese rolls have kuife-like
(!Orrugations ou their surfaces, and actually do eut
rather than grind.

The color of finished Hour, aside from its being free
from impurities, is obtained by granulation. A piece
of glass reduced to powder is pure white. This is
because the light which it reflects is broken up by the
facets of the minute particles. So it is witli flour.
The inside of the hard spring wheat berry is an opaque,
flint-like substance, slightly yellow in color. When
reduced to the fineness of floui', the more granular or
sharp the particles, the whiter the color.

Fig. 5 Milling District and Falls from East

The wheat from the dilt'erent sections of the country
tributary to any mill is by no means tlie same in
characteristics or quality. Again the wheat grown on
a certain piece of land this year, will in its milling
value or strength, be very different from that grown
last year, even though the same seed be used. The
quality of the wheat is a variable but tlie quality of
the flour must be a constant. The color of the flour
must be the same this year as it was last year ; the glu-
ten must be of a certain percentage and quality, and
its ability to absorb water must not vary. The modern
mill has a well-equipped laboratory, and it is here that
the various kinds of wheat are tested as to their value
for making flour. A large part of the available supply
of wheat may be inferior in color or low in gluten.
A stronger wheat must be found to blend with it,
tliat tlie product may be uniform.

The various kinds of wheat are delivered to the mill
elevator loaded in bulk in box cars. These ears may
come from the large terminal grain storage elevators
or directly fi-ora the small farmers' elevators that are
scattered along the lines of railroads that tap the
wheat producing country. The wheat is taken out of
the car by power shovels and drops through a grating
into a receiving hopper. From here it is elevated to

the top floor of the elevator and discharged into a
garner which is large enough to hold the contents of
the largest car, or about 2,000 bu. The garner opens
into the hopper of the receiving scale, and the car load
is weighed in one draft. The wheat then falls into
what is called a receiving separator which is a machine
having a number of reciprocating sieves of perforated
metal. This removes the coarse refuse such as pieces of
wood, coal, iron ore, straw joints and even an occa-
sional IngersoU watch. It is then ready for storage
and drops on conveyor belts which discharge directly
into the storage bins. This wheat ha^'ing been in-
spected and graded before unloading, is carded to go
to bin No. 20, for instance. Bin No. 20 contains wheat
of the same grade or of the same value for milling
purposes. The advantage of a large mill elevator lies
in this ability to take care of many kinds of wheat
and store them in quantities that insure a uniform
mixture.

In the basement under the storage bins is a con-
veyor belt having spouts leading to it from the bins.
By means of graduated slides in these spouts, a pre-
determined percentage of wheat from any bin may
be drawn on to the conveyor. A number of bins may
be drawn upon in this manner to get a wheat mix-
ture that is right for milling. The mixing convej-or
discharges into an elevator which takes the wheat
again to the top of the elevator where it passes through
another weighing process on its way to the bins in the
mill proper.

This wheat is still far from being in condition for
grinding. Every bushel contains from one to two
pounds of foreign seeds, such as oats, cockle, mustard,
grass, flax, etc. These are removed by passing over
numerous sieves in the milling separators. These
seeds, after the removal of the mustard, are pulverized
and sold as stock food or ground screenings.

The next step is the cleaning process. There are
two different methods in use, the wet and the dry. In
the wet process the wheat, together with a stream of
water, passes into a washing machine, or " whizzer."
This machine has a rapidly revolving cylinder which
violently agitates the wheat in the flowing water. As
the wheat passes further along in the machine, the
water, together with the impurities, is thrown off by
the centrifugal force, partially drying the grain at the
same time. The wheat has to be dried further by
dropping through large cylinders having baffles to
I'ctard the flow, while hot, dry air is blown upward
through the cylinder, thus completing the drying.
The dry process cleans the wheat by dry scouring
many times in series. The scouring machines used
have cylinders made up of chilled iron plates having
very narrow openings or vents. Inside of the cylinders
are rapidly revolving paddles or beaters that keep
throwing the wheat against the cylinder. At the same
time a strong current of air is drawn out through the

MINNEAPOLIS FLOUR MILLING, CHAS. A. LANG

301

Vents iu the cylinder, which removes tlie dust aud
material that is scoured oft' the wheat. Each machine
gives nine separate scourings and four or five machines
are used iu series. This scouring is so complete that
the outer coating of the bran and the ' ' beard ' ' of the
wheat is removed, yet the berry is not broken or
bruised, b\it emerges in a smooth, polished condition.

After liaving had so much air drawn through the
wheat, the shell or bran has become dried out and is
so brittle that if put over rolls in this condition, this
bran would pulverize and become impossible of separa-
tion from the flour. To correct this, the wheat is
dampened, after which it is allowed to stand for a
number of hours in a bin, that the moisture may pene-
trate the bran. After coming from the bin, the stream
of wlieat is passed through live steam which still fur-
tlifi' toughens the bran by driving the moisture in.
This is called the tempering process.

The tempered wheat is now ready for grinding and
flows directly to tlie first break rolls where the berrj-
is opened up. The stock then passes to the scalping
process, which is the separation of what flour and
middlings are made by the first grinding from the
bran, which has practically all of the inside of the
wheat berry adhering to it. The scalping is done on
revolving cylinders of wire cloth called x'eels, or on
large gyrating sifters having a number of flat sieves
of wire clotli. As small an amount of flour is made on
the first break as possible, as this flour, containing as it
does some of the dust from the crease in the wheat
berry, which cannot be removed by any washing or
scouring process, is inferior in color and mi;st be
diverted to the lower grade products. This applies
to practically all of the flour made on the break rolls.

Tlie first break stock after scalping, passes to the
second break rolls. It is on these rolls that a large
amount of middlings are made. This stock is treated
to remove tlie middlings and flour in the same manner
as that from the first break, after which it passes to
the third break. The process is continued to the fourth
and fifth breaks when all of tlie inside of the berry
lias been removed from the bran. The bran then goes
to a machine called a bran duster W'hicli removes wliat
flour has adhered to it. The bran duster is somewhat
on the same principle as the wheat scourer, except that
soft brushes are used instead of paddles or beaters,
and the cylinder agaiinst which the bran is brashed,
is of wire screen. This finishes the bran so far as the
milling process is concerned and it is ready to pack
out.

The middlings made by the break rolls vary in size
from that of a coarse quartz sand to a fineness that is
hardly different from that of finished flour. These
middlings are graded or sifted into six different sizes,
so that each resulting stream contains granular par-
ticles of practically the same size. This sifting is done
through wire or silk gauze liaving very accurately

spaced meshes. These streams of graded middlings
then pass to purifiers where strong air currents are
drawn ujjward through them as they pass over the
sieves, the meshes of which are of a spacing that does
not permit of the granular particles falling through.
The coar.ser middlings then pass to reducing rolls
having finer teeth or corrugations than the break rolls,
these corrugations being still finer for the smaller
sized middlings. The action of the reducing rolls is
still a cutting action, it being the idea to make finer
middlings of coarser, and not to make flour in the proc-
ess. From these rolls the grading and purifying proc-
ess, followed by further roll reduction, is continued
until all the streams of middlings have been reduced
to very nearly tlie fineness of flour.

The final reduction of middlings to flour is on smooth
rolls where the action is more truly a grinding one.
The stock passing to these rolls is so very fine grained
that this action extends still further the granulation
process and instead of flattening or rounding up the
particles, the flour obtained is sharp and granular.
Not all of the middlings are reduced by the first
passage through the smooth rolls to the proper fineness
for flour, so the stream must pass again to a reel where
the finished flour sifts through the silk cloth covering
and the middlings that are separated out, sent again
to the smooth rolls for reduction. This process is con-
tinued until all the stock is dressed or sifted to flour.
From wheat to flour there are about 21 reductions in
the process.

The second grade of flour made in the process is
called " bakers " or first clear. This is composed of
the cleaner flour from the break rolls and part of the
fiour made in the reduction of the middlings, including
that taken out of the middlings by the air purifying
process. This flour is not as white as the First Patent
and w'liile high in its percentage of gluten, this gluten
does not have the expansive power of that in the
Patent Flour. The expansion of the gluten is what
makes large, finn loaves of bread, while its quality
determines the lightness of the loaf and to a certain
extent, its color.

The next lower grade of flour is the Second Clear,
and is made up of all the rest of the by-product flour
that is "clear" of fine particles of bran. Every
machine in a mill, roller mills, bolters, purifiers, reels
and elevators, has an air suction connected to it. This
suction s\'stem yields a large part of the lower grade
by-product flour.

The next product is laiown as " Red Dog " and
consists of that part of the flour which contains very
small particles of bran that cannot be separated from
it. It is the dividing line in the mill products, being
a mixture of flour and bran.

Then comes the " Shorts " w-hich consists of finely
divided particles of bran. Wliile it is the idea in mill-
ing to keep the bran intact, there are many small par-

302

MINNEAPOLIS FLOUR MILLING, CHAS. A. LANG

tides brokwi off in the i)rocess. The ones that are large
enough to be sifted out, go to shorts.

A great many adjustments in milling machinery are
provided for. Slides and valves in the spouting en-
able various streams of mill stocks to be combined or
divided at will, or switched from one machine to an-
other. There is a continual clianging of the flow of a
mill that the flour may be uniform. On a damp, rainy
day, the flour absorbs moisture and does not bolt or
sift through the silk cloths as freely as on a clear, dry
day. At least once an hour, tlie flour is tested by
wetting a sample and comparing with a standard
sample wliich is of unvarying quality. The wetting
empliasizes any tendency to change in color. It may
be that the test shows that some of the stock going to
the First Patent should be diverted to the second grade
or Bakers, and a ciiange in the flow is made accord-
ingly. If the stock bolts too freely, the flour will be
too coarse. A reel having a light load bolts more freely
than one having a larger stream passing through, and
the tendency to coarseness in the flour must be cor-
rected by shifting a larger stream to the lightly loaded
reel. Aside from these tests made in the mills, the mill
laboratory plays an important part in keeping the
product uniform. In companies having several mills,
samples are taken every day of the run of each mill
and baked into test loaves of bread. The millers
from the various mills come together at bake room
time and judge the bread according to size of loaf,
texture and color. This keeps the flour from each mill
in the group the same as that from the others. At the
same time are seen samples of the gluten with its per-
centage, samples of dough which is another guide to
color and test for moisture in the various mill pro-
ducts. Tests for ash which give the mineral salts con-
tent are made in retorts. This is another indication
of the strength of the wheat and expansion of the
gluten. In fact every possible test is made that leads
to a complete knowledge of wheat and mill products.
Modem American milling in its highest development
is a scientific process and not guess work as was the
older process. Absolute unifonnity of product is as-
sured whether made in one mill or several.

It may not be out of place to give some idea of tlie
power necessary to drive a flour mill. With 1000
h.p. the average modern mill will make 2500 bbl. of
flour per 24 hours. This gives a power consumption
of a little less than 10 h.p.-hr. per bbl. Taking 1000
h.p. as a basis, there is one mill in tliis country tliat
makes 3500 to 4000 bbl. or a power consumption

of (i h.p.-hr. per bbl. Another mill makes 1200 bbl.
with tlie same power. These two mills may be called
the extremes. The first miU has power transmission
machinery that cannot be excelled by any manufactur-
ing plant, and the mill building is of steel and concrete
which assures perfect alignment of shafting. The
second mill is a freak in that it has two or more times
the amount of milling machinery than another mill of
the same capacity would have. As the friction load
is 38 to 40 per cent of the total, perfection in the
transmission machinery or the amount of mill ma-
chinery are, very largely, the deciding factors in the
power efficiency of the mill.

In the average mill, the distribution of power to the
various classes of machinery is as foUows :

Per Cent.

TVheat cleauing 35

Smooth rolls 25

Breaking and middling rolls 14

Bolting, purifying, etc 26

100

This includes the transmission and fi*ietion losses in-
cluding that of the machines themselves.

Flour mills, in general, are driven as a unit from a
single source of power. The process from start to fin-
ish is a continuous one, and the various streams must
not be stopped. If troubles occur through breakage
of machinery the entire mill must shut down, else the
choking up of spouting and macliines would cause
more delay than the accident itself. There are a few
mills having group drive by motors where the roll floor
is driven by one motor, the bolting machinery by an-
other, etc. With such a drive, remote push button
control is necessary to stop and start all motors at the
same instant to prevent choking. Aside from this
an interlocking system on the trip and no voltage
release coils should be used, so that if one motor were
cut out by an overload or no voltage, all the motors
would be released at the same time. The advantage
of such a system over unit control is doubtful. The
grain-machinery in the storage elevator and the flour
packing machinery is very often used with individual
drive.

A flour mill offers almost ideal conditions for cheap
production of power. The load is uniform and steady,
so that the load factor is practically unity.

The writer is indebted to the Northwestern Miller
for facts relating to the liistory of milling in Minne-
apolis.

REPORTS OF MEETINGS— NECROLOGY

303

REPORTS OF MEETINGS

MILWAUKEE MEETING, MARCH 21

The second joint meeting of the technical societies of Wis-
consin was held in Milwaukee on March 21, 1914, with a
very large attendance, about 500 being present at the morn-
ing session and 700 during the afternoon and evening. Wm.
George Bruce, secretary of the Merchants and Manufac-
turers Association of Milwaukee, delivered the opening ad-
dress. Alfred 0. Crozier presented a paper on Cement and
Clay Products Contrasted. He was followed by Prof. R. C.
Disque, who spoke of the Historical Significance of the 1907
Wisconsin Law for the Regulation of Public Utilities, which
was the first significant attempt to treat the problem of legis-
lative regulation as a two-sided question. Professor Disque
traced the history of such regulation and described in detail
the various points of the law passed.

Dinner was served at noon, A. A. Gray addressing those
present. At the afternoon session, papers were presented on
Principles of Illumination, by John Hayes Smith; Principles
of Street Lighting, illustrated by slides, by Arthur J. Sweet
and Francis A. Vaughn; Manufacture of Pure Iron Prod-
ucts, illustrated by slides, by G. F. Ahlbrandt; the Measure-
ment of Gases in Large Quantities, illustrated by slides, by
J. C. Wilson ; Jlodern Machine Tools, by A. Wood of Lodge
& Shipley; and Development in American Power Plant Ma-
chinery, illustrated by slides, by Prof. A. G. Christie.

Following a supper a lecture on Radium was given by
Dr. Herbert N. McCoy, which was illustrated by lantern
slides.

ST. LOUIS MEETING, JUNE 3

The June meeting of the Affiliated Engineering Societies
of St. Louis was held on the 3d under the auspices of the
Society. H. R. Setz gave an informal talk on Oil Engines,
with special reference to the Fulton-Tosi Oil Engine, in
which he discussed the principal engineering problems in-
volved in Diesel engine construction. Mr. Setz restricted
himself to the moderate speed vertical four-cycle engine as
the type which, by virtue of its unsurpassed reliability in
continuous operation, is leading all others. The vast expe-
rience obtamed with this prime mover in thousands of in-
stallations gradually evolved typical constructive elements,
which in their main parts were analyzed and explained by
lantern slides. Mr. Setz further showed how American con-
ditions could be successfully met without impairing economy
or reliability of operation. The economic side of the Diesel
engine was touched upon and data produced to show its great
possibilities in this country, particularly in the South and
Southwest.

CINCINNATI MEETING, JUNE 4

A joint meeting of the Cincinnati Section and the Engi-
neers Club of Cincinnati was held on June 4 at the Univer-
sity of Cincinnati. W. A. Phillis of the National Tube Com-
pany, Pittsburgh, spoke on the subject. From Ore to Na-
tional Pipe. The address was illustrated with motion pic-
tures and Mr. Phillis showed his audience many interesting
phases of the manufacture of pipe, such as the mining of
the ore, the transportation of the ore to the lakes, the han-
dling of the ore at the docks, the loading of the ore trans-
ports, the making of pig-iron at the blast furnaces, the open-
hearth and bessemer processes of making steel, the pouring

and handling of ingots, the rolling of the ingots into slabs,
and the rolling, welding, mspection and handling of pipe.

NECROLOGY

EMIL C. BOERNER

Emil C. Boerner, consulting mechanical engineer for Rus-
sell, Burdsall & Ward Bolt and Nut Company, died in Port
Chester, N. Y., on May 27, 1914, after an illness of some
months duration.

Mr. Boerner was born in Germany on May 23, 1843, and
came to the United States at the age of fifteen. His first
connection was as an apprentice to Russell, Burdsall &
Ward, and at the time of his death he had sei-\'ed the com-
pany for fifty years. When he first entered their employ
their only plant was situated at Pemberwick and was oper-
ated on comparatively small lines. After a number of years
spent in the upper shop, he severed his connection to go
into partnership with George C. Mertz in the wood planing
business. Upon the dissolution of this firm, Mr. Boerner
went to Providence, R. I., as a machinist, but after a brief
time returned to Port Chester to liis early employers.

Mr. Boerner was a designer of automatic bolt and nut
machinery.

FRANK L. BUSEY

Frank L. Busey was born in Urbana, 111., on August 28,
1872, and was graduated from the University of Illinois in
1895 with the degree of B.S., receiving also the degree of
M.E. in 1898. He was employed in various engineering ca-
pacities in Chicago from 1895 to 1900, and in 1905 removed
to Seattle, Wash., to enter the office of a consulting engi-
neer. He returned to Urbana in 1906 as first assistant in the
engineering experiment station of the University, resigning
in 1911 to become assistant chief engineer for the Buffalo
Forge Company, Buffalo, N. Y., which position he held at
the time of his death.

Mr. Busey was a frequent contributor to the engineering
magazines, writing for the most part on liis special subjects
of heating and ventilating. He had just completed a hand-
book on fan system apparatus, under the direction of Willis
H. Carrier, which was in the printer's hands when his death
occurred at the Battle Creek Sanitarium on .June 7, 1914.

GEORGE A. DOUGHTY

George A. Doughty, who died on March 8, 1914, was born
in Brooklyn, N. Y., on April 2, 1878, and was educated in
the public schools, Brooklyn Polytechnic Institute, and
Stevens Institute of Technology. In 1898 he entered the
drafting room of the Logan Iron Works, becoming secre-
tary of the company in 1909, which position he held at the
time of his death.

He has been identified largely with the design, fabrication
and erection of shields and caissons, and with general founda-
tion work in connection with the building of subways and
tunnels.

THOMAS HILL

Thomas Hill, vice-president of the Electric Wheel Works,
died at his home in Quincy, lU., on May 27, 1914, after a
long illness. Mr. Hill was a native of England, where he
was bom in Newton, Wales, on May 3, 1840. He came to

304

NECROLOGY

the United States at the age o£ 21, locating at first in St.
Louis, wliere he remained during the Civil War, working on
government boats in the river. Li 1806 he removed to Quincy
and entered the employ of the Smith-Robertson Company.
Here he rapidly advanced to an interest in the concern,
which became known as the Smith-Hill Elevator Company.
As Mr. Hill had made a number of imi>rovements on ele-
vatoi-s and held patent rights, the company dropped all ma-
chine work and devoted itself entirely to the manufacture
of elevators.

When the Otis P^levator Company absorbed the Smith-
Hill company, Mr. Hill went to Chicago, but remained only
two years. He became interested during that time in an
engine and formed the Quincy Engine Company, acting as
president of the concern. At the same time the Ellington
Manufacturing Company and the Electric Wheel Company
w-ere formed and Mr. Hill was made president of the former
and vice-president of the latter.

RODNEY C. PENNEY

Rodney C. Penney was born in East Addington, Me., on
November 11, 185.3, and was educated in the schools and
the Eastern Maine Conference Seminary of Bucksport, Me.
His first shop experience was with his father at St. Jolms,
N. B., and his apprenticeship was served in the shop of the
Bangor and Piscataquis R. R. of Oldtown, Me., also under
his father who was master mechanic of the railroad. He
served for a short time as locomotive engineer on the Ban-
gor & Katahdin Iron Works of Brownsville, Me., and in
1885 became general manager of the Mouson, Me., Slate
Company. Twelve years later he came to Bangor as gen-
eral manager of the Hinckley Engineering Iron Works, and
during this time was instrumental in consolidating his firm
with the Bangor Foundry & Machine Company, under its
present name of the Union Iron Works.

^Yith several others he then formed the Penobscot Ma-

cliinery Comjiany of which he became president and man-
ager. At the time of his death he was acting as Eastern
representative and mechanical engineer of the Dodge Manu-
facturing Company.

Mr. Penney served for a short time in the Senate of the
Maine Legislature.

M. W. SEWALL

M. W. Sewall. who died at his home in New York on May
'J.7, iyi4. was born in Brownville, Me., on August 2, 1852,
and received his technical education in the Maine State Col-
lege of Agriculture and the Mechanic Arts, graduating in
1875 with honors. In the following year he entered the em-
jtloy of the Baldwin Locomotive Works in Philadelphia. In
1878 he became head draftsman for the Edge Moor Iron
Company, and had subserjuent e.xperience as draftsman and
superintendent of erection on machine and boiler shop tools,
for Hilles & Jones of Wilmington, Del., and in designing,
erecting and fitting up the new shops of the Yale & Towne
Manufacturing Company. In 1884 he became assistant engi-
neer of the Pneumatic Dynamite Gun Company of New
^'ork, where he had charge of the erection of guns on board
tlie U. S. S. Vesuvius. He was also for a short time with the
Cable Road of New York, where he had charge of designs
of winding machinei'v.

At the time of his death he had been in the employ of the
Babcoek & Wilcox Company, New York, for 22 years, hav-
ing had general supervision of the drafting room for the
earlier part of this period, and devoting his time of late to
experimental work on chain grate stokers, furnace design,
and improvements in boiler settings. He had made a num-
ber of inventions in this field.

Mr. Sewall was esteemed l)y all who knew him for his con-
scientious spirit, upright character and gentleness. He was
unselfish in imparting the results of his experiments to
othei-s and was ever ready to lend a helping hand to those
about him.

FOREIGN REVIEW AND REVIEW OF PROCEEDINGS OF

ENGINEERING SOCIETIES

ENGINEERING SURVEY

In the first section, on Fuels and Firing, will be found
articles on a new type of firedoor designed by the Vulcan
Shi|)yards in Germany, as well as a rather peculiar arrange-
ment ftir regulating the draft in a chiuiney or stack by means
of a wind wheel driven by the upward current in the stack.
In the next article are described several types of grates de-
veloped in Russia, mainly for use with anthracite fuel, and a
new process for manufacturing peat, brought out in the same
country, and based on a rather interesting observation that
the moisture contained in certain kinds of peat can be easily
driven out by mechanical means, but with other kinds this
cannot be done. A good fuel can be produced by mixing the
two kinds of peat.

Data of tests on high-speed hydraulic forging presses, and
description of a valve used for regulating the hydraulic
pressure in this kind of machinery, are of interest in view
of the comparatively meagre data available on this subject.
An article reporting tests on a 15-h.p. Diesel engine contains
an explanation of the fact that while small engines show a
decrease of additional friction with an increase of lead, large
engines behave in an exactly opposite manner; the same arti-
cle establishes also the relation between the temperature of
cooling water and internal friction in the engine at various
loads on the engine, and gives data on the maximum tempera-
tures prevailing in the engine during the combustion part of
the cycle. It is brought out that the maximum temperature
is found not at maximum load on the engine, but at a cer-
tain average indicated pressure.

Particular attention is called this month to the section on
Machine Shop processes. Guillet and Bernard discuss vari-
ous methods of produdng limited case-hardening; that is,
preventing certain parts of the surface from becoming car-
burized. After discussing the use of copper and nickel de-
posits on the j)arts of the surface where carburization is not
to take place, the authors show that tin, notwithstanding its
low melting point, can be used to advantage in certain eases.

In the same section Grebel describes a special type of fur-
nace for heat treatment of metals heated by coke-gas mixed
with heavy-oil vapor, the oil not being passed through the
fuel bed, but vaporized separately. Further will be found
an extensive abstract of the very interesting account of tests
made on various kinds of tool steel by Denis, of the Frencli
Army.

In other i>arts of the Foreign Review will be found articles
on improvements in the design of Parsons turbines, strength
of cement cubes, ]30W'er transmission by belt and ropes, etc.

An interesting paper on boiler superheaters and their per-
formance is abstracted from the proceedings of the Franklin
Institute. W. D. Ashton Bost, in a paper before the Institute
of Marine Engineers, discusses the various uses of wood char-
coal, and gives data in connection with its use on ships as an
insulating material on refrigerating apparatus. According
to figures from Board of Trade reports it would appear that
the results of fire are less disastrous where wood charcoal is
used for insulation than where the incombustible silicate cot-

ton is employed for this purpose. Data on steam regen-
erators, a piece of apparatus about which there appears still
to be a good deal of question, are jjresented in several
pajjers before the Engineers' Society of Western Pennsyl-
vania.

Articles appearing in the Survey are classified as c com-
jiarative; d descriptive; e experimental; g general: /( his-
torical; m mathematical; p practical; s statistical; t theoret-
ical. Articles of exceptional merit are rated -1 by the
reviewer. Opinions expressed are those of the reviewer, not
of the Society.

FOREIGN REVIEW

Fuels and Firing

Maciiixe Made Peat and the Process of Baron Trau-
BENBEBG {Mashinofarmovantiiy torf i sposoh harona Trau-
beiiberga, Professor K. Blacher, Proceedings of the Russian
Imperial Technical Society (in Russian), vol. 48, no. 5, p.
97. May 1914, 1.5 pp., 7 figs. d). The author discusses the
machine method of peat briquette manufacture in genex'al
and the jn-ocess of Baron Traubenberg in particular. The es-
sential elements of this latter are first, in the operation of peat
digging, the shifting of the bucket arm so as to make it pos-
sible to take peat from various depths of the bog separately;
and second, the placing of the dredge conveniently with re-
spect to the bog so as to prevent breakages of the bucket
arm. The next novelty in the process is based on the fact
observed by the inventor that it is quite easy to eliminate
water mechanically from peat taken from the upper part of
the bog, while it is practically impossible to accomplish this
with the fat peat lying at the bottom of the bog. He intro-
duces, therefore, a method of mixing the two kinds of peat,
having previously mechanically dehydrated the softer peat
of the upper layers of the bog. The system therefore in-
volves the use of two conveyors, a rear conveyor and a side
conveyor. The upper level of the peat is taken by the rear
conveyor which delivers it to a press for forcing out the
water; then the peat is mixed right in the machine with the
heavy peat from the lowest level, taken by the side conveyor.
It appears that the peat obtained in this manner is much
more stable than one not made of a mixture of the two kinds.

The author, together with his assistant, engineer Douglas,
liave found the following methods for the determination of
tlie stabiliti/ of peat: they made little peat balls weighing
50 g and dropped them from a height of 1 m on a glass
plate. In accordance with the stability of the mass the balls
spread more or less. The ratio between the two diameters
of the mass after it has spread, normal to one another, to
the square of the diameter of the ball expressed the sta-
bility of the mass in percentages, equivalent to the increase
in the projection of the mass after it has struck the glass.
A table given in the report shows interesting figures where
the projection of the ball increased from 33 to 227 per cent.
As regards the properties of the briquettes made by this
process, it may be considered to be established (statement
of the author) that such briquettes are more regular, less

0157

0158

FOREIGN REVIEW

liable to crack, and when tiiey do crack, form regular and
uniformly distributed lines. The author describes an exten-
sive test made by this process in Russia.

Novelties in Solid Fuel Firin^g Plants (Neuerungen
an Feuerungsanlagen fiir feste Brennstoffe, Pradel, Feuer-
ungsteclmilc, vol. 2, no. IC, p. 273, May 15, 1914, 4 pp., 10
figs. d). The article describes various new inventions pro-
posed for use in firing with solid fuels. Among other things
Fig. A shows a device for cooling the furnace front, patented
in Germany by the Vulkan Shipyard Company. This de-

FlG. 1 Novel Appliances for Firing Solid Fuels

vice permits very effecti\-e cooling of surfaces forming the
parts of the frame which are particularly exposed to the
heat of the furnace, by means of a stream of air regulated by
a special distributor. The parts which are especially in dan-
ger of being affected by the heat are built-in in the flredoor
frame as separate pieces, so that they can be taken out and
put in again by a simple manipulation of a few bolts with-
out the necessity of pulling down the entire firedoor in-
stallation. As shown in Fig. lA, the removable part h is
connected with the fire-door frame a by an anchor bolt c.
The cooling is done by means of a compressed air stream
going from the Howden draft through the regulating valves
d which are connected with the firedoor by a lever device,
and, according to their setting, provide a more or less effec-
tive cooling of the removable pieces 6. From the latter the
preheated air flows through the openings in the frame a to
the combustion chamber. The weight g is connected by
means of a knee-lever and an adjustable intermediate piece
witli the lexer / which may be shifted in its bearings and
which in its turn moves the forked-shaped lever e and there-
by determines the position of the valve d. This valve in its
turn opens in such a manner as to permit the flow of the
incoming cooling air on the exchangeable part d of the
frame a. When the firedoor is opened the valve d is closed.
The same article describes the peculiar arrangement for
the regulation of draft in a smokestack, patented in Germany
l)y E. Hartz. It consists of a centrifugal governor located
in the smokestack and more or less closing the free opening
of the latter. This governor is regulated by means of a wind-
wlieel, driven by the smokestack draft. Fig. B shows one
of the possible designs of this governor, consisting essen-

tially of the windwheel b built-in in the smokestack a and
the governor c sitting on the shaft of the windwheel. Blades
of the windwheel are rotatable about their horizontal longi-
tudinal axis running in the journals d, and rotate with the
speed corresponding to the existing draft in such a manner
that the opening of the smokestack is closed more or less.
This rotation is regulated from the governor c through the
spindle e, set on the governor sleeve and connected with the
blades of the windwheel through the gear segments /. When
the draft in the smokestack is at its maximum, the governor
arms are at their maximum, the angle of rotation and the
blades of the windwheel are so far thrown out around their
longitudinal axis by the gear e f that the opening of the
smokestack is entirely closed. This cuts out the draft and
causes the arms of the governor to sink down which again
causes the blades of the windwheel to open fanwise. In
order to adjust the governor to a certain draft capacity from
the outside an endless valve rope h is provided, starting
from the furnace and going over the rollers g to the gov-
ernor. This rope is provided with a guide piece i with the
slot s in which moves the axis of the roller k with the weight
hanging on to it. The roller runs along the lever m sup-
ported on bearings I and connected on to the governor sleeve.
By pulling on the rope h in either direction, the weight is
disposed of so as to bear on the lever m and the governor
may be brought into any desired position of adjustment.

Firing of Coal and Anthracite, and Utilization of
Their Heat in the Boiler Room (Verhrennung von Stein-

FiG. 2 Idelson and Pawlowski Grates for Anthracite Coal

kohlen und Anthrazit und Verwertung ihrer Wdrme im Kes-
selhause, Professor Kirsch, Feuerungstechmk, vol. 2, no. 18,
p. .308, June 15, 1914 (and following), de). The article
describes the properties of Russian anthracite coals and the
various methods of utilization of their heat in the boiler
rooms. It goes into considerable detail as regards the con-
struction of grates used with anthracite fuel and describes
the Kudlitz, Meldrum, Wilton and other types. The follow-
ing are the constructions developed especially in Russia; the
Idelson grate (Fig. 2A). Contrary to the Wilton grate, it
has a level surface which, in order to make the installation
ea,sier, is so built that it can be removed. The construction,
however, is more complicated and permits the flow of air to

FOREIGN REVIEW

0159

easily cool the fire owiug to lack of metallic contact be-
tween air and the grate bodies. A simpler and more dura-
ble construction is that proposed by Pawlowsky, shown in
Fig. B. The single members are considerably wider than
cither in the Wilton or Idelson grate (about 8 in). The
grate is also level and the openings are in the form of slots.
The single members are set on top of the connecting bolts,
just as is in the more recent designs of the Wilton grate.

Tests made by the author have shown that an uninter-
rupted delivery of coal does not produce any improvement
in the combustion process, but he still finds it preferable to
use meclianical stoking where large amounts of anthracite
are burned per imit of time as it produces a decrease in the
manual labor which must not be left out of consideration.

To Hand

Steenng

25, p. 1043, June 18, 1914, 4 pp., 13 figs. de). In order
to reduce the resistance occurring in the admission of the
pressure water, as well as the concomitant fall of pressure,
the J. Banning Company of Hamm in Germany has designed
the special valve shown in Fig. 3A. One can see at once the
advantageous path of water on account of the inclined posi-
tion of the valve and because of the fact that the valve opens
directly into the large water space of the pressure cylinder.
The valves are also easily accessible; a A-alve like that shown
in Fig. A has been used on forging presses with capacities
up to 1000 tons (metric, equal to 1100 short tons).

A clear conception of the internal relations in a hydraulic
liress during the no-load stroke can be obtained by means of
indicator diagrams. Figs. B to D show the indicator dia-
grams taken during the downward stroke of the plunger of
a high-speed hydraulic forging press, used on the Italian
State Railways. The water end pressure in the tank, at the
time the diagram B was taken, was 0.9 atmospheres gage.
The time which the plunger required for the no-load stroke
of 0.53 m (1.69 ft) was 1.0 sec, measured by a stop-watch,
this making the a\erage downward velocity of the press
plunger 0.53 m (1.69 ft.) per sec. On account of the hy-

BELOW ABOVt

t^

lero L'ne

AfTTKispheriC I

ne

»90V[

BrLOw

> {'^

^"t-

G

* — Op

BELOW

x_^

i-

Do^n

K

ABOVE ' l,„ Un, KtO*

BEIOW ABOVE

Fig. 3 High Speed Hvdraulic Forging Press Vai.\-e and Indicator Diagrams

All the above described grates can be easily provided with
such a mechanical stoking, which, with anthracite firing spe-
cially, has a further advantage that it does not jiermit very
large lumps of coal to fall on the grate, the use of small
pieces improving the process of combustion in all the above
grates. These were provided with very simple steam jet ap-
paratus, consisting of an air nozzle with a steam nozzle built
in. Regulation of such an apparatus is easily effected by
varying the steam pressure by means of a throttle valve. It
is advisable to provide this kind of apparatus with a mano-
meter so as to lighten the work of the fireman and to show
that he does not spend too much steam on the l)l;Tst. It is
also advisable to have some simple pressure measuring de-
vice connected at one end with the ash-pan and the other
with the fii-e-room. This simple and cheap apparatus will
permit one to get an idea of the uniformity of the fuel bed,
the degree of cleanliness of the grate and the stresses occur-
ring in the latter (the original article is not finished).

Hydraulics

Ox Water Admission Steering Gear for High Speed
Forging Presses and their Investigation by means of
No Load Diagrams {Vber Vorfi'dhtruerungen fiir Schnell-
schmiedepressen und ihre VntersHchiinr/ durch Pressenleer-
laufdiagramme, Adolf Kreuser. Stcdd und Eiseti, vol. .34, no.

draulic pressure, the plunger was receiving throughout its
path an additional acceleration. Previous to taking dia-
gram C, the water pressure in the tank was reduced by blow-
ing off part of the compressed air and as diagram C shows,
the water pressure was producing an acceleration on the
plunger during its nearly entire no-load stroke. The hy-
draulic end pressure in the press cylinder was just equal to
atmospheric pressure so that shortly before the end of the
stroke, the water did not affect the motion of the plunger
any more. Previous to taking diagram D, the water pres-
sure in the tank was still further reduced, and the hydraulic
pressure produced an acceleration of the plunger motion
only at the beginning; after the plunger had traveled
through part of its stroke, the water pressure in the cylinder
fell below the atmospheric, and the plunger carried the water
with it by suction, just as in a suction pump. Here also,
however, the process in the press cylinder occurred without
shocks, as the water column was not broken, and the cylin-
der was full of water at all positions of the plunger. The
average downward velocity of the press ]ilunger was in this
ease 0.44 m (1.44 ft.) per sec.

The diagrams E, F, and G have been taken from a steam
hydraulic high speed forging press, used in the central shops
of the Royal Railroads at Meiningen. At the same time
when these diagrams were taken, special indicators were used

0160

FOREIGN REVIEW

to indicate the various spaces iiiliueiiced by the no-load
stroke, namely, in Fig. E, the press cylinders, in Fig. F,
the upper steam return space and in Fig. G, the lower steam
return space. The diagrams indicate the increase and de-
crease of forces during the no-load run. produced by causing
siiorter or longer strokes to follow one another. Of partic-
ular interest in this case, is the variation of steam pressure
in the lower steam space. The steam consum])tion for tlie
no-load stroke in the present case is very small because the
live steam admitted to the lower steam space during the
working stroke has in every instance found non-consumed
steam of about the same pressure still there. P^igs. H and
K show no-load stroke diagrams for the upward and down-
ward strokes of the press plunger of a steam-hydraulic high
speed forging press when the most rapid reversal by hand
opei"ated lever was used. The press is of the same construc-
tion as that to which refer the diagrams E, F and G. The
author discusses further the frietional resistances in the press
plunger action. In addition to the forces shown by these
indicator diagrams, the press plunger has to overcome also
frietional resistance, which can in the case of a slow motion
of a plunger be analytically determined from the indicator
diagrams. The author shows how this resistance can be ob-
tained from the diagram H. The frietional resistance has a
certain importance on the motion of the plunger and there-
fore must be reduced as much as possible.

The Tukbine Plaxt of the GCxther axd Richter Paper
Manufacture in Wern.suokf (Sasoxy) Built bv Escher.
Wyss and Co. of Ravensburg {Die Turhinenanlage dcr
Papierfabrik von Giinther and Richter in Wenisdorf (Sach-
sen), erbaut von Escher, Wyss & Cie. in Ravensburg, Fr.
Freytag. Zeits. des Vereines deutschcr Ingenieure, vol. 58,
no. 26, p. 1033, June 27, 1914 (and following), d). The
article describes the turbine plant of the paper mill of
Gunther & Richter in Weinsdorf (Germany). The new in-
stallation of the water turbines was put in in 1912, when sev-
eral plants, formerly separate, were united in order to make
their operation more efficient and economical. There was
foi-merly a set consisting of one Girard turbine and one
Francis turbine with vertical shafts which with a 5 m. head
(16.4 ft.) could deliver at most 200 h.p. The new installa-
tion is calculated to deliver up to 1500 h.p. The installation
was especially ditficult to design owing to the water-power
lilant and mill where the power is used being pretty well
apart and through the fact that while twin turbines with
horizontal shafts had to be selected, a variable vi-ater level
required the division of the power plant into three groups.
It was therefore decided to put up the turbines with a high
suction upper water level (Escher, Wyss and Co. system)
and to connect them direct onto the shaft of the polishing
]dant. The middle line of the shaft lies 440 mm (17.3 in.)
al)ove the normal upiier water level. The runners have an en-
tering diameter of only (iOO mm (23.6 in.) and the lower edge
of the runner is at least 140 mm (5.5 in.) over the upper
level of the water. The turbines (three Francis twin tyjie)
of equal dimensions arc directly connected to two horizontal
shafts. Their runners have a speed of 237 r.p.m. They all
have rotatable blades with automatic regulation and hand
regulation. The water comes onto the distributors from be-
low and each turbine is covered over by a cast iron hori-
zontally divided arc-shaped cover whereby a reliable air-
tight water chamber and convenient flow of water is ob-

tained. In the ease of material repairs, these covers may
be easily lifted olT, in which case the entire turbine is fully
accessible from the machine shop.

Internal-Combustion Engines

Tests of a 15 II. P. MAX Diesel Engine {Untersuchnn-
(jen an einem 15 pferdigen MAX-Dieselmotor, F. Miinzinger,
Zeits. des Vereines deutscher Ingenieure, vol. 58, no. 26, p.
1049, .June 27, 1914, 7\'o pp., 24 figs. e). The article de-
scribes tests on a vertical Diesel engine built by the Augs-
burg-Niirnberg Works (the tests were performed in the me-
chanical laboratory of tiie Berlin Technical High School).
The engine was rated at 15 h.p., has a working cylinder 215
mm (8.4 in.) in diameter and 340 mm (13.3 in.) stroke and
i-ompressor cylinder, in two stages, 100 mm (3.9 in.) stroke
running at from 230 to 240 r.p.m. The load on the engine
was put on by means of a Prony brake of special construc-
tion, while the diagTams have been taken by a Maihak indi-
cator of convenient design and properly calibrated.

One of the questions in the construction of gas engines
which cannot be as yet considered to have been cleared up
is whether the friction work of an engine increases or de-
creases with increasing load; that is, whether the supple-
mentary friction of an engine is positive, constant or nega-
tive. To determine this, two series of tests with variable
load and variable temperature of cooling water were under-
taken. Fig. 4A indicates clearly the great influence of the
temperature of cooling water on the amount of friction work.
If two parallel lines be drawn through the no-load points of
the two tests at 45 deg. to the horizontal, then the horizontal
distance between these two eunes and the curves passed
through the points obtained by actual tests, will indicate the
magnitude of tlie additional friction in botli series of tests.
The additional friction decreases with tlie increase of load.
In order, however, to establish whether the decrease of the
additional friction witli the increase of load is peculiar only
to the engine tested or common to all Diesel engines, the
author calculated results for other sizes upon which data are
available. His curves show that when the load on an en-
gine increases, there sometimes occurs an increase and at
other times a decrease in the work of friction, but a cer-
tain law can be seen to cover this variation when the size
of the engine is taken into consideration, since it appears
that witli an increase of load the small engines show a de-
crease of additional friction while the large engines show an
increase. The main reason why the additional friction would
decrease with increasing load is to be looked for in the de-
crease of piston friction. The plunger piston of a Diesel en-
gine is usually turned in such a manner that its lower end
directed towards the external atmosphere has a slighter angle
of incline than the upper end. When the load increases the
temperature of the wall, along which the cylinder runs, in-
creases also and as a result the cylinder expands more than
the piston and this permits an increase of play between the
piston and cylinder. Of course tlie diameter of the piston
increases also under these conditions, but since the piston
in the part directed towards the combustion space is nar-
rower than the cylinder bore, even at a maximum load, no
jamming between the piston and guide can occur; the expan-
sion of the lower part of the piston will always be less than
that of the surfaces of the cylinder. In addition to the fa-
vorable action of the increase of piston play on the reduc-

FOREIGN REVIEW

0161

tion of friction, the increased lubricating effect of the lubri-
cating oil, clue to the higher temperature of the cylinder
walls, also acts towards reducing friction. This explanation
of the decrease of additional friction with increase of load is
supported by the great influence of the temperature of cool-
ing water on friction losses shown by the present tests. The
rise of the average temperature of the cooling water in the
jacket of the cylinder increases the play between piston and
cylinder in the same manner as the increase in temperature
of the cylinder which is produced by an increased transmis-
sion of heat from the gas mixture to the cooling w-ater. This
does not yet answer the question why in larger engines the
friction increases with increase of load. It appears, how-
ever, that from a certain cylinder diameter on different con-
ditions come into play, viz., the variation of expansion of
piston and cylinder play smaller parts and at higher load
the smaller piston friction is more than compensated by the

>1 I INDICATED U5EruL POWE.R OF ENOiNt.

., >^ HORSEPOWER

No load Work

Machine Shop

Limitations of C,'ase-II.\kuening and Diffusion Through
Solids (hes reserves en cementation et la diffusion dans les
solides, L. Guillet and Victor Bernard. Bulletin de la So-
ciete d'Encouragemcnt pour I'industrie nationale, vol. 121,
no. 5, p. 588, May 1914, 30 pp., 32 figs. pe). Tlie article
discusses methods of carburizing by which certain sections
of the surface can be left untreated and also takes up the
subject of the diffusion of metals through solids. As re-
gards the first, the author calls attention to the usual methods
of protecting the surface of case-hardened articles in the
parts where no earburization is desired. This may be done
by either of three methods, that is (1) covering the parts to be
protected by some refractory material, (2) "piping," and
(3) case-hardening the entire surface and then cutting off a
certain thickness on the parts where no ease-hardenmg is
desired, such parts having previously been made somewhat
thicker so as to compensate for the material removed in the
later process. The method which appears to be most con-
venient for general purposes is that of covering the parts to
be protected by a layer of some metal which will prevent
earburization. Such a metal must satisfy the following con-
ditions: (1) It must be solid at the temperature of the oper-

40 60 80

POSITION OF PISTON, PER CENT

Fig. 4 Tebts of a 15 h. p. Diksel Engine, (A) Relation Between Friction and Load, (B) Temperatures Occurring in the Cylinder

increase of friction in the bearings, etc. The present tests
do not, however, give a complete answer as to this fact.

The author proceeds to establish, largely by graphical
methods, the " heat balance " of the engine. He finds that
the indicated theoretical efficiency of the Diesel engine proc-
ess increases with the decrease of load owing to the rise of
the expansion ratio. The thermal elBcieney of the theoreti-
cal cycle was found by calculating the end compression pres-
sure and by assuming that the heat was brought in at that
particular pressure. Then the compression and expansion
lines were plotted by assuming for the temperatures corre-
sponding to various jiositions of the jiiston, the values cal-
culated from the usual formula which takes into account the
variation for the exponent for various temperatures.

It is particularly important to know how the temperature
varies during combustion and expansion and what the max-
imum temperatures obtained in the engine are. While this
latter could not be calculated with absolute certainty, the
possible errors are so small that the data can be fully used
for all iiraetical purposes. Fig. B shows that the maximum
temperature in the engine does not exceed 151)0 to 1550 deg.
cent. (2732 to 2822 deg. fahr.) and that the highest tempera-
tures occur not at the highest load on the engine, but at an
average indicated pressure of about 7.4 atmospheres. From
there, the upper part of the tem])erature curve becomes gen-
erally flatter and remains in the neighborhood of 1500 deg.
cent. (2732 deg. fahr.).

ation as otherwise it would How and leave the surface un-
protected; (2) it must not allow the passage of the sub-
stances which jiroduce earburization, and (3) it must be
easy to apply under shop conditions and, after earburiza-
tion, if necessary, must be easy to remove. So far there are
two metals which can be generally considered, copper and
nickel, but the author has made some experiments with tin
which apiiears to be also applicable in this connection not-
withstanding its low melting point. There are several meth-
ods of laying copper over iron. The immersion of the article
into a solution of copper salts or the painting of the parts
of the surface by such a solution appears to be at first sight
very attractive on account of its simplicity, but no good re-
sults could be obtained in this way partly owing to the very
slight thickness of the metal layer and partly because of
its irregular structure and lack of unity and adherence. A
far more reliable method is electrolysis. The authors tried
to determine the minimum thickness necessary and sufficient
for an absolute protection of iron against earburization
under conditions prevailing in the case-hardening process,
these conditions being established by the thickness of the
carburized layer obtained in the parts not protected by cop-
per. These results will be reported below. The third method
of coppering an iron surface was by the Schoop process
of metalization which as compared with the electrolytic de-
posit gives an irregular grain-like layer and unlike tlie other
does not admit of a sufficiently precise measurement of

0162

FOREIGX REVIEW

TABLE 1 RELATION BETWEEN THICKNESS OF PROTECTING
LAYER OF COPPER, AND AMOUNT OF PROTECTION AFFORDED

Thickness of

Thickness of

Temperature of

Carbonization in

the Protecting

Carbonization of

Caae-Hardening,

Not Protected

Layer of Copper

Protected Parts

Deg. Cent.

Parts, mm.

(1/100 of mm.)

1000

1.0 to 1.1

1 to 2

slight

1000

1.0 to 1.1

2 to 3

absolutely none

1000

1.8 to 1

1 to 2

considerable

1000

1.8 to 2

3 to 4

absolutely none

850

10 to 1.1

1 to 2

absolutelj' none

I linkness. On the other hand, however, the metalization
process permits obtaining with great rapidity a fairly thick
layer and therefore does not essentially require a knowledge
of the minimum sufflcient thickness of layer. In the case

Fig. 5 Micrograph of a Piece Partly Protected in Case-Hardening bt
A Later of Tin

of electrolytic deposition of copi)er, the measurement has
been effected in 1-lOOths of a mm. The electrolysis was
obtained in a cyanide bath and the carburization made from
a mixture of 60 parts by weight of charcoal and 40 parts of
barium carbonate. Results obtained are shown in Table 1,
which indicates that the thickness of the deposit necessary
for the protection of the iron against case-hardening is a
function of the temperature and duration of the carburiza-
tion process.

The nickeling of iron can so far be done only by elec-
trolysis as pulverization methods have not yet been applied
to this metal. Tests similar to those on copper have been
made also for nickel deposited from a double electrolyte of
sulphate of nickel and ammonium. It appears, however,
that contrary to the case of copper, nickel is not a good
protective agent and only delays the carburization to a cer-
tain extent, which shows that it is permeable to carbon
monoxide.

Tests have been also made with protecting iron by a layer
of tin which is of interest on account of the great sim-
plicity of the application of this metal, and it appears that
notwithstanding its low melting point it gives very good
protection. Its use is, however, limited to plain surfaces
which can be maintained horizontally during the carburiza-
tion. Otlierwise, it gives a very regular protection or none
at all. In addition the edge of the piece appears to be
strongly altered (Fig. 5). The above shows that practi-
cally copper alone gives the solution of the problem of pro-
tecting iron against case-hardening by means of a metallic
deposit. As regards the best method of applying this de-
posit, the Sehoop process is extremely simple, but unless it

is used in the same shop for other purposes, may prove too
costly on account of tlie large cost of installation and roy-
alties paid. The electrolytic process is cheap to install,
practically automatic in operation, consumes verj' little cop-
per, but is inferior to the Sehoop process from the point
of view of localization of deposits. The second part of the
article is de\()ted to discussion of the diffusion of metals
tiirough solids.

Furnaces for Heat TREAXiiENT of Metals Kunming on
Producbb Gas Enriched by Heavy Oil {Fours pour le
traitemetit thermiqne des metaux, chauffes au gaz de gaso-
gene enrichi a I'huile lourde, A, Grebel, Le Genie Civil, vol.
65, no. 7 and 8, pp. 136 and 160, June 13 and 20, 1914, 5 pp.,
9 figs. dge). The article describes in detail the use of pro-
ducer gas enriched by tar-oil for heat treatment of metals
and in particular the furnace and methods used by the
French concern, "Air et Feu" (Air and Fire). The Air
and Fire system furnace shown in Fig. 6A and B comprises
as its essential j)arts, gas producer A, carburetor B, the com-
bustion chamber C and heat recuperator D. When the op-
erations are such that the doors have to be frequently opened
as, for example, in forging, stamping and tempering, the
combustion chamber is placed on an elevation so as to cre-
ate a slight pressure of the gases in combustion. In the
furnaces designed for long operations with the doors closed
air tight, the design shown in Fig. C to E, with all parts
very nearly in one plane, is preferable. Fig. F shows how
the oil is brought to the carburetor B and how it is used for
igniting the producer gas in the mixing chamber every time
such an ignition is desired. The blast used permits obtain-
ing intensive gasification as well as short and constantly hot
flame, but on the other hand does not permit obtaining reg-
ular and uniform temperatures in an enclosed space, and as
a consequence it does not guarantee in any way a uniformity
in the combustion of the flue gases and their content of free
oxygen as required in many heat treatments of metals.
When the blast is used, therefore, either a complicated sys-
tem of blowing or the most strict supervision of the regula-
tion of combustion or both have to be maintained. To ob-
viate this difticulty, the author, under whose patents the Air
and Fire system furnaces have been designed, has under-
taken to have !iis furnaces work at low drafts; for furnaces
of average commercial size and larger, it appeared rational
to adopt the independent type of gas producers, built in one
unit with the combustion chamber and heat recuperator so
as to reduce radiation losses and utilize to the maximum ex-
tent the latent heat of gases coming from the producer. To
build and operate special producers for rich gases from fuel
containing large amounts of volatile matter is* expensive,
while coke gas producers with a slow rate of production and
simple grates are very easy to build and operate. Gas coke
which is light and brittle, is not used for metallurgical pur-
poses or for small furnaces with direct flame when it is de-
sired to obtain a high temperature. It is, however, quite con-
venient for use in gas producers with low draft and, on ac-
count of its low price, very desirable for use in heat treating
furnaces, if it can be used conveniently, which as the author
claims, can be done in the furnace described in the present
article. The quantity of water introduced into the producer
is controlled by means of regulator a of a construction anal-
ogous to that of the oil regulator h, shown in Fig. E, and
the construction of which will be explained in more detail

FOREIGN REVIEW

0163

below. This is done because tlie amount of water admitted
to the producer has to vary in accordance with the rate of
output of the latter. In order not to cool the producer fur-
nace too mucli while it runs at low rate of output, the amount
of water admitted must be then extremely small, while, when
large producers are working at fuU rate, up to one lb. of
water per lb. of coke can be admitted.

This statement of the author is of importance because of
the opinion expressed by certain designers of producer fur-
naces who, without denying that the amount of hydrogen hi
the producer is of advantage from the point of view of the
amounts of heat utilized in the combustion chamber, state
that the products of combustion must not affect the articles
submitted to the heat treatment, and that if the combustion
has been perfect and correct, without an excess of air, they
must in addition to nitrogen contain only carbon dioxide and
steam>5 that further, the latter tends to decompose when in
contact with hot metal and to oxidize it. From these correct

deg. fahr. (2642 deg. cent.) may be considered as an abso-
lute maximum even in small furnaces.

In order to obtain higher temperatures one must have
recourse to the use of richer fuels, preferably fuels com-
paratively poor in hydrogen. Neither acetylene nor gaso-
line vapor nor even coal gas can be considered in this con-
nection owing to their high prices and only less refined prod-
ucts such as heavy tar-oils (which have already been suc-
cessfully used in special furnaces) can be considered for this
purpose at a comparatively low price. They have an a\'er-
age heat value: upper limit 9450 eal. (17010 B.t.u. per lb.),
and lower limit 9050 cal. (16290 B.t.u. per lb.). Notwith-
standing the great difference in the initial price of 1000 heat
units as gas coke or heavy oil, the heavy oil furnaces could
stand comparison with the coke producer gas furnaces for
small units intermittently used when developing a high tem-
perature.

Whereas in certain kuids of burners provided with a pro-

FiG. 6, A TO E Air and Fihe Company's Furnace for Heat-Treatment of Metals

premises, they make a wrong conclusion, namely, that the
amount of water admitted into the producer must be reduced
to as low a limit as possible. What may be called neutral
combustion, that is, one producing neither carburation nor
oxidation, varies with the circumstances. In tlie case of
autogenous welding where the temperature of the flame is
in excess of 2000 deg. cent. (3632 deg. fahr.) and the prod-
ucts of combustion are not diluted by nitrogen, the carbura-
tion is sometimes to be expected while oxidation is practi-
cally imminent, and is all the more to be feared as it com-
promises the results of the operation. But it is easy to es-
tablish by calculation and verify by direct tests that in the
products of a perfect combustion of a mixed-coke-gas con-
taining, for example, 13 per cent of hydrogen and only 22
per cent of carbon monoxide, the steam contents do not ex-
ceed 9 per cent, so that, at the usual low temperatures below
1500 deg. cent. (2732 deg. fahr.), such as occur in fui-naces
under consideration in the present case, there is much less
danger of oxidation when mixed-coke-gas is used than when
water gas or especially coal gas is used, and, further, the
system of regulation used in the present furnace makes it
possible to admit as little water as desired; on the other
band, even when a liter of water is admitted per kg. of coke,
all the water is certainly vaporized before it reaches the grate
through the intense radiation directed towards the stationary
trough which is located within the door and where the water
arrives first. With mixed coke producer gas having a hydro-
gen content of approximately 12 to 15 per cent escaping hot
from the producer and burned with not-blown secondary air,
heated previously by the flue gases, the temperature of 1450

dueer or " boiler," the oil is simply gasified, in the present
design the carbureter B, Figs. C and F, has been placed in
the region of the gas flue where the temperature of the oil
does not exceed 360 deg. cent. (680 deg. fahr.). In this way,
the total vaporization of the oil may be secured and at the
same time " cracking " is avoided. The temperature of the
gas coming out from the producer has been somewhat re-
duced in order to have in the combustion chamber a gas free
from dust : still, the temperature is too high to let the gas
flow over the surface of the oil. The current of the gas car-
ries, however, vapors as they are formed. The surface of
vaporization in the boiler B has a liorizontal section, decreas-
ing with consumption of the oil. The oil vapors, not pre-
viously denatured by heat, become diluted in the mixed gas
of the producer, and thereby particularly susceptible to enter
into an intimate mixture with the air of combustion. In this
way. the gas is made richer without there occurring a trans-
formation of the carburizing material, contrary to what hap-
pens in the ease of gas producers, where tar or heavy oils are
injected over the coke bed or incandescent refractory ma-
terials.

Combustion Chamber. Although the diffusion of the very
heavy vapors of the coal-tar oil through poor gas facilitates
their complete combustion, the cjuestion of the quality
of the flame still remains very delicate. The burners have
been designed in such a manner as not to create any local-
ized combustion and exaggerate the parallelism of the cur-
rents of gas and air. It was found that contrary to what has
been stated in certain books of theory, it is not necessary, in
order to obtain a uniform temperature, to extend the length

0164

FOREIGN REVIEW

of the flame so that " the combustion shoukl occur outside of
the furnace." If this is done, the best temperature of the
flame is lowered owing to the retardation of the combustion
and, in addition, reducing and oxidizing streamlets of gas
and air are created, producing an undesirable influence on
the heat treatment process. When the thermal potential of
tlie gases of combustion is sufficiently above the temperature
at which the heat is utilized, the exchange of heat is more
rapid and the heating of the heat-treated pieces can be car-
ried on with a (]uiet flame ; the caloric efficiency is better than
in the case when the velocity of circulation of the Hames is
intensified, and further, the heating atmosphere is more ho-
mogeneous. In heat treating furnaces, it is therefore im-
portant to select in a jndicious manner the length of the
flames, disposition of the burners and tlie outlets for the
flames. As regards the recuperation of the heat, only a sim-

20OO

^ 1800

§1600
a.

X

H 1400

_i
«t

a: 1200
o

r

1000

.^

>\o'';^

-M

.<&

¥

'Mi^^i

■ Coke Alone
' Coke and Oil

h

"iSb

2-5 3 55 4

MILLIONS or CALORIES
400 ' 55o ' fe5o~
KIL06RAMS OF COKE

4 5

~7(50

200S40' J00"»60' 400"t'60' 500% lOO'

KILOGRAMS OF COKE t LITERS OF OIL
CONSUMPTION PER 24 HRS-

Fio. 6, G Heat Rate or Consdmption Corves for Furnaces of Variocs

Types

pie recuperation in the secondary air of combnstion has been
utilized.

The recuperation on the primary air which theoretically
would be of peculiar interest for furnaces operating at a nor-
mal temperature in excess of 1500 deg. cent. (2732 deg.
fahr. ) leads to complications and to losses in recuperators,
larger than the saving due to the large losses of recupera-
tors by radiation, besides making the conservation of the
producer grates difficult, and the regulation and maintenance
of operation of the furnace, more delicate. It is hardly pos-
sible to recuperate any heat from the gas wliieh comes out
hot from the producer and is scarcely cooled at all in the
dust cleaning flue. In Fig. A and D, it will be noticed that
the recuperator T) is considerably larger than in the furnaces,
the surface of which is too much restricted. Last year a
number of tests on a horizontal type of furnace of the above ■
described design heated by coke exclusively or coke and
heavy oil together, were made by J. Conor, a gentleman ap-
])arently connected with the Air and Fire concern. In order
to obtain comparable results, the combustion chamber of the
furnace was kept closed and filled with refractory materials,
and the same conditions were maintained in the other coke
gas or oil furnaces, which were placed in parallel with the
Air and Fire Company's unit.

The article describes in detail the measurements taken and
instruments used for that purpose. Tlic proportion of the
heavy oil in case of mixed-coml)ustion varied about two
liters per ten kg. of coke which reiiresonted the ratio of ap-
proximately 23.5 per cent of the total numl)er of heat units

consumed. The curves in Fig. G represent normal tempera-
tures as a function of the number of calories expended dur-
ing 24 hr. (all the tests were reduced to a 24 hr. unit). This
number was calculated by assuming 6400 cal. per kg. (11,520
H.t.u. per lb.) as the upper heat value of coke and 9900 cal.
as the ujjper heat value of a liter of oil (density 1.06, upper
heat value per kg., 9425 = 16,965 B.t.u. per lb.). It may be
stated that at from 900 to 1300 deg. cent. (1652 to 2372 deg.
fahr.), the normal temperatures have been foimd to be sub-
stantially proportional to the expense in calories per 24 hr.,
whether from gasified coke, or from gasified coke and vapor-
ized oil. From 1300 deg. cent. (2372 deg. fahr.) up, the nor-
nuil temperatures with poor gas from coke producers only,
increase less and less rapidly and tend towards an asymp-
tote at about 1450 deg. cent. (2642 deg. fahr.), from 1300
deg. to 1475 deg. cent. (2372 to 2687 deg. fahr.), approxi-
mately, when mixed, firing is used with 100 kg. of coRe per
20 1. of oil (76.4 per cent of coke-calories, and 23.6 per cent
of oil-calories), the normal temperatures continued to rise
in proportion to the expenditure in heat units, and tend rap-
idly towards an absolute maximum which may be estimated
to be about 1650 deg. cent. (3002 deg. fahr.). To exceed
this temperature, the carburation of the oil would have to
be forced, and it alone could give a much higher tempera-
ture under similar conditions of heat recuperation without
" cracking," all other conditions being equal. It appears,
therefore, that in a given furnace, the number of calories
ciri'ulating in the combustion chamber cannot be increased
indefinitely and a limit is laid on account of the resistances
opposing the movements of the gas and combustible vapors,
air of combustion and flue gases. On the other hand, it is
not wise to increase the proportion of the oil vapor too much
in the mixed-gas, especially at low temperatures with small
drafts, since owing to insufficient dilution, it is difficult to
bum heavy oil, well. That was the reason why the present
tests have not gone behind a 30 per cent ratio of oil-calories
in the mixture.

A diagram in the original article taken from tests
gives curves for four rates of consumjition per hour
arranged in such a manner that, in pairs, they might
be comparable with one another. The curves of the rise of
temperature in the combustion chamber are given as func-
tions of time, the combustion chamber being cooled by the
opening of the door to temperatures of 500, 750 and 900 deg.
cent., respectively (932 to 1382 and 1652 deg. fahr.). When
two million calories per day are consumed in the furnace,
the passage from 750 to 900 deg. cent, takes about IV2
hr. with mixed fuel and 3 hr. and 45 min. when poor gas
alone is used for heating. With a consumption of three mil-
lion calories per day, the passage from 900 deg. to 1200 deg.
cent, requires, with mixed heating, 1 hr. and 30 min., and
with poor gas alone, 3 hr. and 15 min. While the time nec-
essary to re-establish the normal temperature is not entirely
lost as far as the operation of heat treatment is concerned,
it is easy to see, when such operations are of short length and
have to be frequently renewed, how a rai:)id method of rais-
ing the temperature affects the cost of manufacture ex-
pressed by a larger consumption of heat or a shortening of
the time of ojieration.

Investigation of the General Properties of Tool
Steels {Etude siir les proprietes generales des aciers <}
outils, M. Denis. Revue de mctallurgie, vol. 11, no. 6, p.
569, June 1914, 100 pp., 43 figs. ecA). The article pre-

FOREIGN REVIEW

0165

seats the results of quite an extensive investigation on the
efficiency and output of tools and tool steels. It is divided
into three parts : First, discussing the method of tests and
heat treatment of various kinds of tool steels; second, the
detailed data of the tests, and third, conclusions and general
results derived from the data in part two. The third part
only will be abstracted here.

The tests can be divided into two main classes, cold and
hot tests. As regards the first, two mam i.ioints, sensitive-
ness to tempering, and hardness and resilience in various
types of treatment have been considered. The results of all
the tests are combined in Table 2. The system used by tiie
author is to give a mark 20 to a steel, the Brinell hardness
of which is not influenced by an increase of 50 deg. cent. (90
deg. fahr.) in the temperature of temjiering. This mark is
decreased by as many units as the decrease in the hardness,
for an increase of 50 deg. cent, in the temperature of tem-

TABLE 2 CL.\SSIFICATION OF VARIOUS KINDS OF TOOL STEEL
IN ACCORDANCE WITH DATA OF TESTS OF COLD WORKING

Kind of Steel

Sensibility to
Tempering

Sensibility to
Successive
Temperings

Average Mark

for the Three

T.vpical

Treatments

IS
17
13

19
17

IS

16

13

19.5

14.5

15
13.5

IS

15

IS. 33

(extra-hard chromium)
Carbon Ce . .

17.9

(1.14% carbon)
Carbon C:

(1.26% C)
Carbon Ci

(0.91% C)
Special St

17.25

17
16.9

(ver>- hard chromium)
Special S"

16. S5

(very hard chromium)

16.66

(tungsten)

permg, contains tens of Brinell units. For example, if a
steel has a hardness of 800 Brinell units at the best tempera-
ture of tempering of 780 deg. cent. (1436 deg. fahr.) and
a hardness of 760 for a temperature of tempering of 830
deg. cent. (1526 deg. fahr.), then the mark for the sensi-
tiveness of tempering would be 16, that is 20 — 4. A simi-
lar system is used for marking the hardness and resilience
of various kinds of steel, corresponding to typical treat-
ments. The best types of treatment were as follows :
No. 1 No. 2 No. 3

A = 800 A = 750 A = 770

0=2 kgm. p = 4 kgm. p = 3 kgm.

For each type of steel the mark corresponding to each of
these typical treatments has been calculated in the follow-
ing manner: For hardness the mark is lowered from 20 by
as many pounds as the difference between the optimum hard-
ness and actual hardness contains tens of units on the Brinell
scale (the mark may be increased under the same conditions
when the actual hardness exceeds the optimum hardness),
Eesilience. The mark is determined in accordance with the
real value of hardness, and then decreased or increased in
accordance with the actual value of resilience, one point in
the mark corresponding to a difference of 0.5 kgm between
the optimum resilience and the actual resilience. For exam-

ple, a steel of which tlie actual hardness and resilience for
the three typical treatments is as follows:

No. 1 No. 2 No. 3

A = 780 A = 710 A = 740

p = 2.5 kgm p = 3.5 kgm ? = 3 kgm

will receive for each of these treatments the marks as fol-
lows :

No. 1 No. 2 No. 3

2 — 2 + 1 = 19 20 — 4 — 1 = 15 20 — 3 + = 17

Tiie author has further determined the sensitiveness of steels
to various successive treatment. The steels have been sub-
mitted to several temperings one after another, with an-
nealings between each two treatments. The value of hard-
ness after the fifth treatment has been utilized for classify-
ing the steels from the point of view of their ability to
withstand these repeated treatments, the steel of which the
hardness does not change after five temperings being with the
mark 20, which is reduced by as many points as the de-
crease of hardness contains tens of units on the Brinell
scale. A study of different steels from this particular point

Fig.

V, VmV, Ve
speed of cutting

Ch.\r.\cteristic Curve of Output of Tool Stfel

of view has led to the following conclusions: First, the re-
silience increases with the number of temperings to which
the steel has been submitted ; after the fifth treatment, the
resilience of certain steels is nearly doubled while in others
it increases by one half. Therefore, if by successive tem-
perings tool steels lose a certain amount of their initial
hardness, their resilience rises, and, as a result, the efficiency
which depends on the magnitudes of these two character-
istic values, will vary less than would have been the case
otherwise; second, after ten successive temperings with an-
nealings in between carbon steels proiJerly so called with
the content of carbon in excess of 0.7 per cent, give quite
variable results from the point of view of hardness. These
steels have hard parts, the hardness of which is comparable
to the initial hardness, and soft parts, the hardness of which
goes down to 500 and even 400 Brinell units.

Special steels treated in the same way preserve a uniform
hardness in all of their parts, but this hardness goes down
as the number of treatments increases. The resilience of
both carbon steels and special steels slightly decreases after
the fifth tempering, but after the tenth tempering its value
is still superior to the initial value. This classification (com-
pare above Table 2) shows that the steel which can give
the best results on metal working cold is the extra hard
chromium steel S,, hvi.iereutectoid steels C,., C-, and C,, and
hard chromium steels Sj and S„. Tungsten steels have lower
efficiencies. Special nickel chromium steels are not and have
not been included in the table, and have practically no sen-

0166

FOREIGN REVIEW

sitiveness with respect to tempering. Their hardness after
tempering is much inferior to the liardness of carbon and
special alloy steels, but their resilience is much superior to
tiiem. Tiieir sensitiveness to successive temperings is very
low. Case hardening followed by a tempering at tlie bot-
tom temperature gives to nickel chromium steel an oi)timum
hardness of about 720 Brinell points, comparable to the
hardness of high carbon steel and special alloy steel tem-
pered but not annealed. '' Six per cent " nickel steel pos-
sesses after tempering a much lower hardness than preceding
steels but a far higher resilience (12 kgra as compared witli
5 kgm). It has a very high elastic limit.

Tests while hot. The results of these tests show the heat
treatment which is likely to give the best efficiency and the
curve of output corresponding to the best utilization of the
tool. The following methods have been used to classify
various steels from the point of view of their hot outputs
and effieieney. The efficiency of tool steel in the operations
effected while the steel is hot, depends either exclusively or at
least to a very large degree on the value of hardness and
tenacity at the temperature at which the tool works. The
tenacity of carbon steels and special steels is usually at its
minimum around 100 deg. cent. (212 deg. fahr.). Its value
rises considerably (to above 2000 kg) at a temperature of
150 deg. cent. (302 deg. fahr.). It increases still further
as the temperature rises and reaches its maximum value of
4000 to 5000 kg at temperatures between 200 to 250 deg.
cent. (392 and 482 deg. fahr.). The hardness of the same
steels, which lies at the ordinary temperature between 700
and 800 Brinell units, diminishes at first in a very noticeable
manner up to the temperature of 100 deg. cent. (212 deg.
fahr.). It is generally in the neighborhood of 650 units at
temperatures between 100 and 200 deg. cent. (212 to 392 deg.
fahr.), and very rapidly decreases then as the temperature
rises. Except in the ease of tungsten steels S^ and S^, the
hardness is below 550 Brinell units at a temperature of 300
deg. cent. (572 deg. fahr.).

The variation in hardness which is the most important
characteristic, produces noticeable variations in the efficiency
of steels, while corresponding variations of tenacity have
much less influence on efficiency. One can therefore con-
sider the variations of ^"x as representing in a sufficiently
close manner the variations of efficiency at different tem-
peratures. The author has calculated for each kind of steel,
the value of the above expression at temperatures of 150,
200 and 250 deg. cent, and with the average values of them
obtained tlie following equation:

w'hich he calls coefficient of efficiency and which permits to
classify steels from the point of view of efficiency while hot.
The author gives a table of coefficients of efficiency for vari-
ous steels between temperatures of 150 and 250 deg. cent.
This table shows that special steels are likely to give better
efficiencies than carbon steels properly so called, and that
among the latter, hypereutectoid steels will give a higher
efficiency. As regards output, the curves of output obtained
by means of the Plerbert machine permit to gain a basis for
the classification of various kinds of steel.

In order to use these curves of output for the classifica-
tion of steels, it is necessary to bear in mind the character-
istic elements of these curves which are as follows: (1) the
best speed of cutting r,„ which gives tlie maximum of out-

put; (2) the maxuiiuni of output rf,„ corresponding to the
best speed; (3) the width of the curve about this maximum
(variations of output for variations of speed cutting are
less pronounced as the curve grows wider in this region) ;
(4) the limiting speed of cutting v, beyond which the steel
is not susceptible of any output and which, together with the
best speed of cutting, limits the zone of economic speeds.
In Fig. 7 assxune that rf, and d„ be the outputs ob-
tained with a tool steel with velocities of cutting v^ and v.,
equidistant from a best velocity of cutting Vm (the equidis-
tance being 3 m) ; these ordinates d^ and d„, the axis of
velocities of cutting, and the upper part of the curve of out-
])ut form the limits of the surface S,, the extension of which
characterizes the width of the curve about its maximum.
On the other hand the surface iS, represents the zone of
economic speeds of cutting of the steel and its value char-
acterizes the extension of the cur\'e to the right of the maxi-
mum and the magnitude of the limit — speed. The expression

using the characteristic elements of the curve of output of
each of the steels gives a method of differentiating them from
the point of view of their cutting properties and may be
called the characteristic function of the curve of output. The
steels which are likely to give the best outputs are (with the
exception of the tungsten steel S^ which is at the head of
the list) the hypereutectoid steels Cj, Cg, C, and the extra
hard chromium steel S^ which, as shown above, also have
the best efficiency when working cold.

Taking all three above classifications together, the author
establishes a general classification for high carbon and special
steels which shows that chromium and tungsten steels gen-
erally do not stand well successive heatings and temperings,
and that, unless the operations are well conducted, are liable
to suffer. High carbon steels (with carbon content in ex-
cess of 1.15 per cent) require to be treated with great care
and are generally quite sensitive to tempering; the hard-
ness (as well as resilience, but in a lesser degree) of a large
number of steels varied quite noticeably with the temperature
of tempering and annealing, and it is absolutely necessary
to use in their tempering the best temperature corresponding
to the particular use to which they are going to be applied
(tyye-treatment). In places where complete equipment for
tempering, such as special furnaces, pirometers, etc., is avail-
able, chromium, tungsten and high carbon steels are pre-
ferably to be used, but where only simpler and cruder equip-
ment is available, hard chromium steel and hypereutectoid
carbon steels are preferable.

Power Transmission

Power Transmission Losses and Stresses in Belt and
Rope Drives (Die Uhertraijungsvcrluste und die Bean-
spruchungen der Seil- und Biementriehe, K. Kutzbach, Zeits.
des Vereines deutscher Ingenieure, vol. 58, no. 25, p. lOOfi,
June 20, 1914, 6 pp., 8 figs. te). The author investigates
the losses occurring in transmission of power by rope and
belt drives and the stresses occurring in these transmission
elements. He explains the distinctive features of the rope
and belt drives by the elastic properties of these materials.
Their common property of increasing the efficiency with the
increase of useful tension, holds as long as the absolute losses
remain more or less independent of the useful tension. In

FOREIGN REVIEW

0167

the case of ropes, low elastieity and the unavoidahle varia-
tion in length, far more than strength, limit their practi-
cally perraissihle tension, and couseiiuently the efficiency of
rope drive, which, from a practical standpoint, is not always
the deciding argument. The author investigates graphically
the action of centrifugal force in the case of belt and rope
drives and the nature of what is known as " excess stress,"
as well as the distribution of stresses while the drive is in
operation ; by means of tension diagrams he shows why ver-
tical rope drives are so difBeult to install and so little reli-
able unless the ropes used are of particularly great elas-
ticity. But even if such ropes were available, they would
not be better than a rope drive having an axial stress of 30
to 40 kg/qcm. Rope dri\es working at high stresses always
provide a stiff transmission, and the softness and elasticity
of a leather belt transmission can be obtained in the case of
rope drives only when tlie stresses in the rope are low. If
in an installation involving a considerable amount of non-
uniform drive or shocks, say an electric motor, a particu-
larly soft transmission is required, notliing better can be de-
vised than a really elastic and long leather belt connecting
large masses at both pulleys. In such a case all the irregu-
larities of operation and shocks will be taken up by the
spring action of the belt, while in the case of rope it will be
the transmission apparatus that will have to take them up.
This will result in unpleasant knocking of the loose drums
which is entirely avoided when belts are used. As far as
efficiency alone is concerned, the steel belt is at the top of
all other belts or rope methods of transmission, but owing
to its very high coefficient of elastieity and the low influence
of the action of its own weight for short distances, it gives
a drive which connects the two wheels not elastically, but
rigidly.

Steam Engineering

Novelties in the Design of Brown-Boveri-Parsons
Turbines {Neuerungen im Bau Brown, Boveri-Parsons Tur-
binen. Zeits. fiir das gesamte Turbinenwesen, vol. 11, no.
16, June 10, 1914, p. 253, 2 pp., 3 figs. d). The article de-
scribes the recent development in the design of the Brown,
Boveri-Parsons steam turbines. The tendency is towards
making the turbine more compact which is facilitated by the
new materials of high resistance to stresses which have re-
cently appeared on the market. The general design of the
turbine (compare Fig. 8A) has remained unaltered with the
following improvements, however : In order to reduce the
amount of steam flowing through the dummy piston, the
arrangement of equalization has been changed. It has for-
merly been usual to have one dummy piston at the high-
pressure end and another at the low-pressure end, and to
lead the " loss " steam from the high pressure and dummy
piston direct into the exhaust of the turbine. Now, how-
ever, this steam is passed through the hollow shaft into the
stage between the intermediate and low-pressures, and is
therefore enabled to do the work in the low-pressure stage.
By means of a small increase in diameter it proved also
possible to obtain a little freer working of the dummy pis-
ton. An improvement in the construction of collar thrust
bearings has made it recently possible to omit the dummy
piston at the low-pressure end entii'ely and in this way to
improve considerably the steam consumption.

In order to utilize fully the steam pressure at various

loads on the turbine and avoid uneconomic throttling, the
nozzles have been distributed into several groups; the first
group, Fig. B, is directly under the action of the main regu-
lating valve TT', while the following groups, the number of
which depends on the size of the engine, are regulated by
one to four additional valves operated by oil under pres-
sure. At small loads, only the nozzles regulated by the valve
W are opened. When the load increases, the pressure behin<l
these nozzle» increases also and simultaneously the oil pres-
sure under the piston T increases so that when the steam
pressure at the nozzles has approximately reached the boiler

Fig. 8 Bbown-Boveri-Parsons Improved Turbine

pressure, a new set of nozzles will be opened, if the tur-
bine is to carry a still greater load. This is done by the
rising oil pressure under the piston Z of the supplementary
valve A^, the piston Z being arranged in such a manner that
the valve cannot occupy any intermediate position, but must
be either fully opened or fully closed at the moment of the
opening and closing of the additional valve. There must
be, iiowever, some supplementary regulation of the main
valve W, if there are several supplementary valves. The
springs of the oil piston Z must be graduated in such a man-
ner that the next valve will open only after the oil pressure
has risen to the required extent; that is, when the steam
pressure in front of the valve has reached nearly the level of
the boiler pressure. The regulation proper is always carried
on by the main regulating valve TT^, which, owing to the
peculiar shape of the sleeve, is all the time in an oscillating
motion and peculiarly adapted to respond to the slightest
variations of the speed of rotation. Further information
about the action of this apparatus is promised in a future
issue of the paper.

0168

ENGIXEERIXG SOCIETIES

Strength of Materials

Coiii'KK.ssiON Tksts OS Cemext Cubes (Bruckvemuche
mit Betonwiirfeln, Otto Graf, Armierter Beton, vol. 7, no. (>■
June 1914 (article not finished) (eA). The present article
gives a compilation of results obtained at the laboratory for
testing materials at the Royal Technical High Scliool in
Stuttgart from tests on the strength of cement cubes. Tiie
tests have been carried out for a number of years and the
article gives a fairly complete account of tli% results ob-
tained. On account of lack of si)ace only the final conclu-
sions will 1)6 reported here.

As regards the relation between the size of the body and
its compression strength, it was found that cement bodies
having a cross section of 480 qcm exhibited a considerably
lower coni))ressive strength than cubes with cross section of
50 qcm. It appears tiiat the strength of a cube is a fiuie-
tion of its age, and also that the ratio between the size and
compressive strength of a cement cube is affected by the
amount of water used in the preparation of the cement. In-
crease in the length of time of mixing produced a slight im-
provement in strength. As regards the relation between the
amount of water used and the compression strength, the tests
indicate that the older the test piece the less its strength is
affected by the amount of water used. On the other hand,
the influence of the amount of water used is but little af-
fected by the cement test piece Ijeing kept in dry or moist
atmosphere.

ENGINEERING SOCIETIES

FRANKLIN INSTITUTE

JiinrnnU ral. 7,'S, no. 1, Jnlij 1911, Philadilphia. Pa.
Locomotive .Superheaters and their Performance, C. D.

Young (abstract)
An Apparatus for the Spectroscopic Synthesis of Color,

Herbert E. Ives and E. J. Brady
The Problem of Motor Gasoline, John Winkler

Locomotive Superheaters and their Performaxce, C.
D. Young (83 pp., 56 figs. heA). The article may be divi-
ded into two ])arts; the first containing a historical sketch of
the construction of superheaters, and the second, data of
tests performed at the Altoona shops of the Pennsylvania
Railroad Company. On account of lack of space only the
second part of this interesting article is reported here. The
data of tests are presented partly in the form of curves and
partly as tables. The superheater used for the tests was a
Schmidt superheater of the fire-tube type or an altered form
of it, consisting of tubes arranged in groups or elements and
located in the large flues in the boiler. It was arranged in
such a way that the steam from the boiler entered the header
in the smoke box, then flowed into one of each of the super-
heater elements, passing twice through the hot gases which
surrounded the element, and then directly to the cylinders.
In order to obtain different degrees of superheat without in
any way changing tlie water heating surface of the boiler or
the engine conditions, different forms of sujierheafor elements
were used with the same superheater header and large flues.
The various superheater elements and their sizes are shown
in the original article. The locomotive used for all of the
superheater tests was a class K2sa Pacific type passenger lo-
comotive of the Pennsylvania Railroad Company witli brick
arcli in the firebox. A complete efhciency test of this loco-
motive, equipped with tlie standard form of the Schmidt

superiieater, was made before the special superheater tests
were undertaken (the results are given in full in Bulletin
No. 18, issued by the Pennsylvania Railroad Company).

The results of tests refer to the following subjects: Effect
of different degrees of superheat, tests made with small su-
perheaters, superheaters of ^4, % and % length. The small
superheater tests gave an evaporation of about 31,000 lb.
of water per hr., with an indicated horsepower of 1425, while
with the same cut-off and an extra length superheater, the
evaporation was only about 21,000 lb. for the same indi-
cated horsepower, this effect being caused by the small super-
heat obtained with the short returns which require a great
weight of steam for the power produced. It was found fur-
ther that tlie small superheater would evaporate onh- 70 per

Steam Chest Press
Boiler Press ':

cuTorns percent

CO. 25

HIGH 219

SUPERHEAT. HIGH ISZ"

SUP.

LOW 78

LOW 16°

CO. 35
SUP.

H16H 259
LOW 92

CO. 45
SUR HIGH Z66
LOW 147

High Superheat

Low "

SPEED FOR ALL DIAGRAMS
240 R.PM. or 5& M.PH.

CO. 50
SUR HIGH 288
LOW 175

Fig 9 High and Low Superhe.^t Indicator r)iAaR.*MS

cent of wliat the half-length superheater was capable. The
small capacity of this header superheater was brought about
by the fact that it did not extend into the large flues in the
boiler. As a result of this, the boiler did not steam proji-
erly. The draft action was disturbed and holes were made
in the fire by the violent agitation of the draft. The small
superheater gave a maximum superheat of but 26 deg. The
superheaters of Vi, Vi and % length showed a regular in-
crease in superheat produced with the increase in length of
superheater. Further, as superheat was increased, the evap-
oration when running at a short cut-off was decreased; the
one half length superheater gave a greater evaporation
than was obtained with any other, namely, about .')5,000 lb.
per hr. It must not be understood, however, that this sui)er-
heater, which is best for evaporation, gives the maximum
horsepower. The extra length shows a higher superheat
than standard length, but there might be difficulties in its
use where tlie ends come within a few inches of the fire-box
and of the flue. The standard half-return f.\i)e gives fully

ENGINEERING SOCIETIES

0169

as much superheat. As regards the relation between out-ufl;
and superlieat, it appeared that tlie superheaters ranged in
this respect in very nearly the same way as in regard to
length o£ superheater and amount of evaporation, which
might be expected since, on account of the constant speed,
the evaporation was almost entirely a function of the length
of cut-off.

Considering the economy resulting from the superheat, it
appeared that at the shorter cut-offs there was a uniform
decrease in the water rate with each increase hi superheat.
As the cut-off was extended, the water rate increased but had
a tendency to become more nearly constant with an increase
in superheat. A water rate of 24 lb. was obtained witli
the superheat of about 30 deg., but if the superheat was in-
creased to 220 deg. without a change in cut-off, the water
rate was reduced to 16 lb. From the table given in the orig-
inal article, it appeared that at 15 per cent cut off, at the
speed all the tests were made, for every 20 deg. rise in super-
heat there was a reduction in water rate of 1 lb. per indicated
h.p-hr. At 50 per cent cut-off, this changed to a require-
ment of about 40 deg. rise for the same reduction hi water
weight. It appeared further that superheat always showed
a saving in steam if the cut-off did not exceed 50 per cent.
A further diagram shows that every increase in superheat
resulted in a saving of coal per h.p-hr.

The article gives also data on temperatures in the boiler
tube and superheater flue. It appears that there was a loss
in steam pressure as the steam flowed from the boiler through
the superheater to the steam chest. The superheater
equipped with spiral blades in the tubes showed the largest
loss in steam pressure as the steam flowed through the super-
heater. These blades had a retarding effect and the mcreas-
ing superheat obtained by their use did not compensate for
the loss of power due to the pressure fall. The short returns
showed the least drop in pressure while the single-pass super-
heater showed a little greater drop in pressure. The dia-
grams for high and low superheat given in Fig. 9 indi-
cated that there was a drop in jiressure between the boiler
and steam chests of about 8 lb. During the admission to the
cylinder the steam having a low superheat showed loss in
pressure throughout, but during expansion the pressure for
the low superheated steam was higher than for the highly
superheated steam. During the return stroke of the piston
the steam having a low superheat showed a higher back pres-
sure than the highly superheated steam. This indicated that
the highly superheated steam was more fluid or flowed more
freely into and out of the cylinder than did the steam of
low superheat.

The results of the tests showed conclusively that there was
an almost direct relationship between the economy in water
and fuel and the degree of superheat. If the superheat at
a short cut-off could be obtained as high as that which was
obtained for a long cut-off, no doubt more remarkable econ-
omies would have been possible in steam per mdicated
h.p-hr. The other deductions which may be drawn from
these tests were summarized by the author as follows :

(a) The standard superheater now in general use is found
to give very satisfactory results with a possibility that some
of the return portion could be eliminated with no detriment
to the superheat obtained, and %vith an advantage in cost of
material.

(b) Too much importance cannot be attached to the

length of superheater; it must extend as far toward the fire
as practicable limitations will allow, considering the life of
the elements in the hot gases.

(c) There is an advantage in the return portion of the
superheater, but this part may be shortened; to wliat extent
has not yet been finally determined.

(d) As the superheat is reduced, the evaporation of the
boiler is increased within certain limits; in other words, a
boiler without superheater shows a larger maximum evapora-
tion than one with a superheater. The power of the loco-
motive, however, does not increase with the greater weight
of steam i^roduced; on the contrary, the power is reduced
with the reduction in superheat.

(e) Witliin tlie limitations of these tests, the highest
superheat does not result in the lowest water rate; this is on
account of the fact that to obtain the highest superheat the
locomotive may be run at an excessively long cut-off, the long
cut-off increasing the water rate to a greater extent than is
compensated for by the increase in superheat.

INSTITUTE OF MARINE ENGINEERS

Transactions, Session 1914-1915, June 1914. Stratford.
AA'ood Ciiarcoal, its Manufacture and Uses, W. D. Ashton

Bost (abstracted).
Board of Trade Rei^ort on Explosion from a Boiler Stop

A'alve Chest.

Wood Charcoal, its Manufacture and Uses, W. D. Ash-
ton Bost (33 p. gp). The article discusses mainly the uses
of wood charcoal. The author states that " in America the
output of charcoal iron is enormous, owing to the vast
amount of cheap wood and the furnaces carbonizing it for
themselves and recovering the products." Speaking of the
use of charcoal for insulation, especially on ships, the author
discusses the possible fire danger.

As regards the method of extinguishing flake charcoal, the
author states that it is done by freely exposing it to the air ;
it was formerly supposed to be extinguished by absorbing
oxygen in the process. This, howevei', is not correct, be-
cause, although flake charcoal does absorb all the oxygen it
wants, this has nothing to do with the cooling which is ef-
fected by allowing it to give off all its heat while being tossed
about. By exposing each particle to the air, the temperature
of the coal is lowered after a certain number of such expos-
ures. While lump wood charcoal takes 24 hr. to cool with
exclusion of air, flake charcoal takes 10 min. when exposed
to the air. In the well known tests of Dr. Roseiihain, it was
found that the conditions necessary for firing charcoal
were such as could not be found at sea except in the cas*;
of fire outside the charcoal setting it on fire. The only ex-
ception possible is the presence of sulphur dioxide. In Dr.
Rosenhain's first experiment, the conditions were more severe
than could occur in actual practice, for the charcoal was put
loosely into a perforated box, surrounded on all sides by 3
ui. of air free to move, whereas in practice the charcoal has
air-tight casing. Even under these conditions the tempera-
ture was raised to 370 deg. cent, or nearly four times the
temperature of boiling water without ignition taking place.
It might however be said that while charcoal in the insula-
tion is not liable to spontaneous combustion, yet it might
help to propagate a fire.

The following figures from the Board of Trade reports on
fires in British steamers of 100 tons and upwards for twelve

0170

ENGINEERING SOCIETIES

years, show that in projioition to the number of ships fitted
witii charcoal and silicate cotton resiieclively, there have
been more fires in the latter than in the former. If instead
of making the comparison between charcoal and silicate cot-
ton, it is made between combustible and uncombustible insu-
lating material, it would be found that in proportion to
their numbers there have been more fires in the latter than
in the former. It is further proved that a fire on a ship with
combustible material is generally less serious in character
than on one fitted with incombustible material, which is a
somewhat startling fact.

SOCIETY OF ENGINEERS

TuE Utilization of Solar Energy, A. S. E. Ackermann.
(Abstracted from report published in The Electrician, April
17, 1914.) The paper was read before the Society of Engi-
neers on April 6, 1914, and gave some hitherto unpublished
data on the sun power plant as well as data on tests of the
absorbers used in this plant. The latest pattern of the ab-
sorber gave a maximum thermal efficiency of no less than
40.7 per cent and a maximum output of steam of 1442 lb.
per hr. at a pressure of 15.8 lb. per sq. in. absolute. This
absorber consists of five sections, each 205 ft. long, 13 ft.
5 in. wide between the edges of the mirrors. The cross-
section of each of the five sections is parabolic and the mir-
ror portion may be described as five large parabolic chan-
nels. The sections are placed with their major axis north
and south. To receive the morning sun they are heeled over
to the ea.st and move automatically vei-y slowly from that
position to the west so as to foUow the sun. This auto-
matic movement is controlled by a small and simple ther-
mostat, consisting of three fingers, each made of a thin
plate of brass underneath and a plate of vulcanite on top.
The principle of working this thermostat is that two fingers
are in the shade and the third in the sunshine. Should one
of the outer fingers get off from the shade it is rapidly
heated up by the sun, bends down, closes an electric circuit
and starts a mechanism which moves the mirror. From the
results of tests of various types of absorbers the author has
derived a formula by means of which it is easy to calculate
for a given type and size of absorber the total output of
steam per hour, when three things are known : the time of
day, the steam pressure and the humidity (humidity ad-
versely affects the quantity of solar radiation arriving at
the earth's solid surface). The author shows further that
in the case of such low-pressure boilers, the high thei-mal
efficiency is not necessary since, up to a certain point, the
higher the steam pressure the more economical the working,
although the thermal efficiency is then lower.

THE ENGINEERS' SOCIETY OF WESTERN PENNSYLVANIA

Proceedings, vol. 30, no. 1, February 1914. Pittshiirg, Pa.
Discussion of Operating experiences with Steam Regen-
erators (abstracted)
Crucible Steel, George H. Neilson

Te.sts op Steam Regenerators and Low Pres.suee Tur-
bines, Frank E. Lbi^hy (39 pp., 6 figs. e). In a previous
paper before the same Society, Mr. F. G. Gasche discussed
the theory of steam accumulative and regenerative processes
which prompted several engineers in the Western Pennsyl-
vania district to make extensive tests with steam regenera-
tors. Mr. Leahy made tests on a regenerative system located

between a blooming mill and a slabbing mill in front of a
low-pressure tuibine station, consisting of three American
steam regenerators connected in parallel and operating as a
unit. Each regenerator consists of two steel tanks, one
above the other, the lower being designated as the expansion
chamber and the upper as the regenerative chamber. The
oi)eration of the regenerative system is as follows: the ex-
haust steam enters the lower tank and in passing into the
spray-box strikes a vane, turning it through a certain angle,
depending on the quantity of steam flowing. This move-
ment is transmitted to the regulating water valve which ad-
mits the water to the spray-box. The greater the quantity
of steam flowing, the greater the angle through which the
vane turns and as a consequence the admission of water
through the valve. The steam and water meet in the spray-
box and the mixture passes through an ejection pipe into
the upper tank, the water absorbing the heat from the steam
on the way. In this manner the heat is stored in the upper
tank and becomes available for use when required. If at
any time the pressure in the top tank drops to sixteen lb.
absolute, due to decrease in the supply of exhaust steam,
the live steam reducing valve is automatically opened and
admits steam to the lower tank, closing as soon as the pres-
sure in the top tank increases to eighteen lb. absolute. If
at any time there is such a surplus of exhaust steam that the
pressure in the top tank exceeds nineteen lb. absolute, the
relief valve opens, discharging the excess steam to the atmos-
phere. In order better to control the conditions of operation
in the tests, live steam was used throttled through a reduc-
ing valve. The obser\'ations during the tests were taken as
follows: The average temperature of the water in the regen-
erator by thermometers placed at various places in the tank;
steam temperature by a thermometer placed in the top of
the regenerator tank; pressure in the top and bottom tanks
by mercury columns ; lieight of water on both ends of the re-
generative tanks by graduated water gage glasses.

The author presents the results of his tests in the form of
tables (see Table 3). In addition to the tests of the re-
generative equipment, tests of the turbo-generators were
also made. The low-pressure turbine station consists of one
Curtis low-pressure turbo-generator, one General Electric
motor-generator set, one small General Electric turbo-gen-
erator, with d. c. for excitation, switchboard and a Weiss
dry air pump. The low-pressure turbine is a Curtis hori-
zontal, three-stage impulse t.vpe rated at 3000 kw., 1500
r.p.m., form E, designed to run condensing and deliver its
rated capacity with an initial pressure of 16 lb. absolute.
The turbine exhausts into a Weiss barometric counter cur-
rent condenser of self supporting tj'pe and a rated capacity
of condensing 150,000 lb. of steam per hour. The turbine
tests were run to determine the steam consumption of the
turbine at various loads. The net results obtained by
the installation of the low-pressure turbine and regenerators
were as foUows :

First: An increase of 57.5 per cent in the rated electrical
capacity of the plant.

Second: The back pressures, in pounds per square inch,
on the blooming and slabbing engines were as follows :

Before Turbine
Operating Alone Operating Together Installation

Engines Average Maximum Average Maximum Average Maximum
Blooming Mill.. 3.77 10.00 7.35 '""" ' ■=" = •»"

Slabbing Mill . . .x04 10.06 7.S2

10.00
11.00

1.50
1. 10

5.30
6.20

ENGINEERING SOCIETIES

0171

Third: The load on the turbine is such tluxt the steam
consumption of the turbine is practically constant. When
only the blooming engine is operating, the supply of exhaust
steam, which is approximately 76,000 lb. per hour, is insuffi-
cient to meet the demands of the turbine and in order to
provide this deficiency, the live steam valve is oi^en about
10.5 minutes per hour. When only the slabbing mill en-
gines are operating, live steam is admitted to the turbine
about 2.6 minutes per hour, exhaust steam from these en-
gines being approximately 100,000 lb. per hour. In either
of the above cases it is very seldom that anj- exhaust steam
escapes to the atmosphere. When both mills are operating
at the same time, the exhaust steam is much in excess of the
demand, and the relief valves are open about 18.9 minutes
per hour, discharging the excess steam to the atmosphere.

Operating difficulties: When the low-pressure turbine and
regenerators were first put into sei'\'ice a good deal of
trouble was experienced with the reducing valves. This
being a straight low pressure turbine it is imperative that
the reducing valves be absolutely reliable and positive in
their performance. The first valve used was a 12 in. Toster
reducing valve designed to open at 15 lb. and close at 15.5
lb. absolute pressure, but it proved not to be well adapted to
this kind of sendee and better results were later obtained
by the use of a balanced piston valve which is positive in
its action, being controlled directly by the pressure in the
regenerators. This valve has been in operation since July
1912 and has given complete satisfaction. Another source
of trouble was due to the imperfection in the design of the
pUot valve which operated the water mixing valve. It would
find a position of admission and exit that would give to
the piston of the operating cylinder a violent recipro-
cating motion, either breaking the valve steam or causing
the valve to sit hard enough to break the body of it. A
change in the design of the piston and jiorts was made
which eliminated this trouble. The article contains very
complete data of the tests.

Experiments with a Small Steam Regenerator, C. L.
W. Trinks (6 pp., 4 figs. e). The experiments made by
the author included tests on an experimental regenerator
made of 20 in. pipe and experiments on absorption of jets
of steam in a specially constmcted glass vessel. The author
found that the results obtained from the former were not
applicable to apparatus of commercial size. In the experi-
ments with the glass container, conditions were maintained
such that the temperature, pressure and water level were
kept constant. Steam was added in such quantities that all
of it was just absorbed at the surface of the water, thus rep-
resenting the limit of total steam absorption for the given
discharge orifice, temperature difference and depth of im-
mersion. At first a single jet of steam was used, and its
shape proved to be different from what might have been ex-
pected. Instead of there being a number of bubbles rising
through the water, the jet expanded to at least four times
the size of the jjipe opening and looked very much like an
unsteady flickering flame, the top of which was darting
hithr and thither (Fig. lOA). Spreading of the steam jet
was probably due to the resistance which it found against
the water in trying to rise. A small box was next used re-
sembling a section of a regenerator element. It was discov-
ered that the steam coming out of the lateral holes spread

to such an extent that the steam jets interfered with each
other. It was also discovered that the kinetic energy of the
flow of steam was excessively large as compared with the
discharge capacity of the bottom openings. A special baffle
was then provided to produce induced circulation. The left
hand part of Tig. B shows approximately the appearance of
the steam jets essentially different from that shown in the
catalogue of the Rateau Regenerator Company. Fig. C
shows that complete steam absorption with small tempera-
ture difference necessitates a very slow rate of flow of steam
and discharge through the upper row of holes only. If
complete absorption of steam and discharge through sev-
eral rows of holes is wanted, the temperature difference
between the steam and water must be quite excessive.
The author gives the following brief calculation; with
pei-missible temperature difference and for complete ab-

fiO

!20

'10

4

1

i

f

/

a^

10 20 30

DES. FAHR.TEMP DIFF.

Fig. id a and B, Spread of Jet in Small Steam Regenerators; C, Steam
Absorption in Regenerators

sorption of steam, a horizontal length of absorbing sui'-
face of about three miles wiU be necessary for an ordi-
nary 55 X 60 reversing engine doing medium, heavy work at
60 r.p.m. This figure is based on 15 deg. fahr. temperature
difference and a 4-in. depth of immersion. If three regen-
erators were used, each with four absorbing surfaces, and
if the depth of immersion be increased to ten inches, then
the length of the regenerator could be reduced to 500 ft.
This appears to show that regenerators as designed now
cannot absorb all of the steam which comes from a reversing
mill engine unless the temperature difference is excessive.

The author believes that aU absorption regenerators would
have to be redesigned in the shape of multiple flat boxes
with considerably less depth of innnersion and only one row
of holes, which would make them too costly for commercial

0172

EXGIXEERIXG SOCIETIES

TABLE 3 SUMMARY OF TESTS MADE ON' REGENERATOR (NO. 2) AT TURBINE STATION

REGENERATIVE PERIOD

Q

Test

Tank

V

ir

m

(i

I'.

(i

e

e

Actual

Theoretical

Efficiency

No.

No.

Cu. Ft.

Lb.

Lb.

Deg. F.

Deg. F.

Deg. F.

((a to /.)
Sec.

Sec.

Heat
Storage

Heat
Capacity

Per Cent

1

2

s.,»,

93,909

567

222.3

216.0

205.0

1.00

88.2

1,045,800

1,637,280

63.8

2

2

UUl

88.200

567

225.1

216.2

206.5

1.85

77.3

871,257

1,656.237

52.6

3

2

yji

88,178

567

227.1

219.3

206.3

2.08

101.8

1,164,132

1,851,920

62.8

4

•}

893

94,374

567

225.0

214 2

195.2

3.21

162.8

1,814,245

2,833,384

64.0

5

o

970

89,363

567

227.2

219.8

210.3

1.89

77.4

863.653

1,524,939

56.6

6

2

979

89,292

567

225.3

212.8

195.0

1.87

150.0

1,612,865

2,729,013

59.1

V volume of receiver spaces, cu. ft.; W weight of heat absorbing water /lb.; m pounds of steam per minute from the regenerator; tz temperature of steam
entering the regenerator, deg. fahr.; k final temperature of absorbing water, deg. fahr.; tt initial temperature of absorbing water, deg. fahr. ; 9 ((j to (•) time
iu seconds for receiver expansion from (j to /:; 6 {h to h) time in seconds for regenerator expansion from (i to (i.

pui'po.ses. Further experiments have shown that with the
comparatively small quantity of steam passing unabsorbed,
the rate of steam absorption could be vastly increased.
There is, therefore, no well defined limit to the steam ab-
sorption ; with increased flow more is absorbed, but the
water is lifted so high and the steam passing through en-
trains so much water that the operation of the turbine be-
comes dangerous. A considerable amount of interesting ma-
terial which cannot be abstracted on account of lack of space
is contained in the discussion which followed the presenta-
tion of these papers.

Notes on Specifications for Regenerators, 0. P. Hood
(7 pp., 2 figs., ep). As a result of some e.xperience in test-
ing a regenerator installation, the author discusses the word-
ing of a contract for this class of apjiaratus. One of the
problems in establishing the specifications for regenerators
is that of defining its capacity. A definition, " the capacity
of the regenerator plant shall be sufficient to handle the
maximum hourly rate of delivery (of exhaust steam) to the
best practical advantage," is entirely too indefinite to insure
a device that would use a fair proportion of the waste jjrod-
uct and at the same time not interfere with the functions
of the engine. A better statement would be, ''the regenera-
tor will be of suflScient size to operate a turbine unit of the
given capacity for a period of five minutes after the sup-
ply of steam is shut off," but some provision in such a case
has to be made as to how long previous to the shut off the
suijply of steam shall be maintained. A statement of the
following kind " provided the supply has been maintained
for a sufficient time to provide as many heat units as the
containing water will absorb at the operating pressure " is
rather unfair to the buyer of the apparatus since whether
the device is efficient in absorbing heat or not, the wording
demands that steam shall be supplied until the absorjation
is complete. In the contract which the author had especially
in view, it was further stipulated that " an automatic re-
lease valve will be provided to allow a free escape of the
steam when the pressure exceeds one pound above the pres-
ent exhaust pressure." It is evidently to the advantage of
the regenerator to have as wide a range of pressure as pos-
sible. Running the pressure below an atmosphere on a hoist-
ing engine may be objectionable and the lower regenerator
pressure was therefore limited approximately to atmos-

jjheric pressure. The superior pressure allowed on the re-
generator adds to the back pressure on the engine and this
addition increases its normal steam consumption and it is
between these narrow limits of pressure that the regenerator
must run. With increasing back pressure there comes a con-
dition when the saving at the exhaust end of the operation
is more than offset by the cost of the added steam needed
by the main engine and the added auxiliaries. This is one
of the reasons why some plants of this kind, although re-
turning a product from exhaust steam, are unable to drop
any boiler capacity as a result of the installation. In test-
ing the jDlant it was found that the apparently simple con-
dition of the contract that there should be '' a free escape of
steam when the pressure exceeds one pound above the pres-
ent exhaust pressure " proved to be far from simple in de-
termination since it made it necessary to determine what
the old back pressure was. As the author states, there may
be a very honest difference of opinion as to the meaning of
the phrase " back pressure " and also several poor ways of
determining what it is. Some of these poor ways the au-
thor describes. The most satisfactory method of determin-
ing the back pressure would be to take continuous indicator
diagrams of the open type, using a light spring arranged
with a positive stop so that pressures beyond the range of
the spring would not injure it. The average back pressure
for each stroke of the cycle could then be plotted as an or-
dinate with the number of the stroke as a base, thus giving
a curve representing the many back pressures through the
cycle. Such curves obtained under different conditions
would be comparable and the pressure range allowed be-
tween them could be a definite matter of contract. This
method, however, requires special indicators which are by
no means common. It would, therefore, seem to be desira-
ble that in sijecifications for regenerator installations the
method of determining the back pressure from the engines
sliould be a part of the contract as well as the allowed addi-
tion of pressure imposed by the regenerator. It is also desir-
able when applied to the exhaust of a hoist or similar en-
gine, that the regenerator pressure be automatically adjusted
according to the load on the turbine, if this is a variable.
Although great savings can be made by the use of regen-
erators attached to hoisting engines, it only takes small ad-
ditions of back pressure in connection with regenerators of
insufficient capacity to change an apparent saving at the
e haust into an actual loss at the coal pile.

SOCIETY AND LIBRARY AFFAIRS

Ll

PERSONAL NOTES

Cluiiles L. Pillsbury lius rei-ently been engaged in two ap-
praisal undertakings with Prof. E. W. Bemis of Chicago,
witli whom Mr. Pillsbury worked on tlie IMiuneapolis gas
api)raisal, one of these at Washington, where Mr. Pillsbury
is at'ting as chief engineer in charge of the appraisal of all
Ijublic utilities of the District of Columbia, and the other in
Detroit, where the street railway properties are being
appraised.

J. R. Bibbins of Chicago has been engaged by the law de-
partment of the City of Pittsburgh in an advisory capacity
in connection with i)roceedings for the improvement of local
transportation conditions in that city. This work has the
support of the city administration and through cooperative
study of the various phases of the problem with the Rail-
ways Company an attempt will be made for an operative
service standard, for scientific re-routing in the terminal dis-
trict, and for progressive rehabilitation of the j^roperty until
adequate physical condition is reached. Tlie matter will
then be referred to tlie Public Service Commission.

Thomas H. Mirkil, Jr., has resigned as vice-president and
general manager of the Poole Engineering & Machine Com-
pany. Baltimore, and is now resident manager of the Tread-
well Engineering Company of Easton, Pa., with an office at
1011 Chestnut Street, Philadelphia.

Chas. S. Mott, president of the Weston Mott Company,
Flint, Mich., and ex-mayor of that city, was recently tend-
ered a dinner in celebration of his return from a trip abroad,
by men who had been intimately associated with Mr. Mott
in the development of local industrial enterprises. The
speakers called attention to Mr. Mott's efforts in the direc-
tion of city betterment and his insistence upon the applica-
tion of business principles in nuuiicipal affairs.

Ralph W. Deacon has been appointed superintendent of
the U. 8. Metals Refining Company, Chrome, N. J. He was
formerly associated with the British America Nickel Corpo-
ration, Ltd., Niekelton, Canada, as metallurgical superin-
tendent.

William H. Smead has severed his relations with The
Samuel Austin & Son Company. Cleveland, Ohio, as man-
ager of the heating and equipment department, and has
opened an engineering office in Cleveland, Ohio, making a
specialty of forced hot water heating systems and power
house plants.

David C. Fenner has become affiliated with the General
Vehicle Company, Inc., New York. He was until recently
ill the employ of the International Motor Company, New
York.

Jay W. Skiukle. who has l)een associated witli the West-
ern Electric Company, Chicago, 111., for the past 15 years,
during the last six of which he has been in charge of the
manufacturing methods department, has been transferred to
the European organization of the eomjiany and sails for
London on August 1. Mr. Skinkle's work will be on the
manufacturing staff with headquarters at the company's fac-
tory at North Woolwich, London, and his duties will require
frequent visits to the manufacturing plants of the Western
Electric Company, of which there are several in the prin-
cipal cities of Europe.

Walter N. Polakov, formerly consulting engineer with Day
& Zimmermann of Philadelphia, Pa., is now associated witli
The New York, New Haven & Hartford Railroad Company,
as superintendent of power.

Frederick 0. Ball has resigned as general manager of the
American Engine and Electric Company of Bound Brook,
N. J., and will engage in the manufacture and sale of car-
buretors with his father, Frank H. Ball, who retired from
the engine business last year. The carburetor liusiness will
be conducted under the firm name of Ball & Ball, with head-
quarters in Detroit, Midi.

Dwight 0. Barrett has accepted the position of superin-
tendent of the Charles City Engine Company, Charles City,
la. He was formerly afliliated with the Heer Engine Cotii-
pany, Portsmouth, la., in the same capacity.

Gerald E. TerwiUiger has terminated his association with
Messrs. Davis, Donohne, Thompson & Deitz, and will con-
tinue the practice of patent trade-mark and copyright law
at 50 Church St., New York, in association with Clifford E.
Dunn.

Harry J. Klotz has resigned his position as assistant in
mechanical engineering at Rensselaer Polytechnic Institute,
Troy, N. Y., and has accepted a position in the operating
engineering department of the Illinois Traction System,
Peoria, 111.

William Fowden, recently superintendent of the U. S.
Portland Cement Company, Concrete, Colo., has become con-
nected with the Dewey Portland Cement Company, Dewey,
Okla., in the same capacity.

Allen V. Moyer lias accepted the position of mechanical
engineer with the George T. Ladd Company, Pittsburgh, Pa.
He was formerly associated with the Heine Safety Boiler
Company of Phoenixville, Pa.

N. N. Williams has become a Junior Member of the firm of
E. T. Archer & Company of Kansas City, Mo. He was until
recently affiliated with the Harrisburg Light & Power Coni-
jiany, Harrisburg, Pa., as mechanical engineer.

James U. Norris, formerly connected with the Rockefeller
Institute for Medical Research, New York, as assistant man-
ager, has accepted the position of superintendent of the New
York Polyclinic Medical School and Hospital, New York.

EMPLOYMENT BULLETIN

Note: In sending applications stamps should be en=
closed for forwarding.

The .SecTetar.v considci's it a sin'iial obligafiou and pU-asaut duty tci
bu the medium of securing positions for members, and is pleased to
receive requests botii for positions and for men. Tlie published
notices of " men available " are made up from members of the Soci-
ety. Notices are Dot repeated e.xcept upon special request. Names
and records are kept on the office list three mouths, and if desired
inu.st be renewed at the end of such period. Copy for the Bulletin
must be in hand before the 12th of the month.

PO.SITIOXS .VV-\ IL.\ RLE

608 Engineer or draftsman with wide experience in the
construction and design of steel cars for elevated and under-
ground railroads, wanted for employment in car factory in
trermany; traveling expenses paid, and only slight Itnowl-
edge of German language required. State salary expected.

611 Salesman for Eastern States, for thermo-dynamic
apparatus as full line of condensers, reeooling apparatus,
feed water heaters, air and oil coolers, air heaters, air filters
and washers for generators. Location Boston.

701 Young engineer, technical training with experience
in devising methods of reducing costs in a machine shop
building medium and heavy machinery. Knowledge of
innnping macliinery desirable, but not necessary. Must be
tactful and have ability to exhaust the possibilities of cost
reduction with present equipment before suggesting pur-
chase of new. Apply by letter.

70:i Foreman, between 33 and 42 years of age. for ma-
chine shop, employing normally about sixty men, and man-
ufacturing heavy special machine tools for use in works,
also manufactured products entering into the sales product.
Salary will be fixed according to ability, experience and pos-
sible competency for other position in the organization of
the company. Apply by letter. State age, detail of school-
ing and previous experience.

704 Engineer salesman for Chicago territory, for thermo-
dynamic apparatus, such as full line of condensers, recool-

LIl

SOCIETY AND LIBRARY AFFAIRS

ing apparatus, feed water heaters, oil ami air coolers, air
lieaters, air filters aud turbo-generators.

705 Young man of analytic turn of mind and with gift
of " trading marbles " wanted in sales department for paper
mill lines of middle west concern. Apply by letter.

706 Cost man to have actual charge of time and as as-
sistant to superintendent of concern in middle west, manu-
facturing power pumps and paper mill macliinery. Apply
by letter.

707 Man to take charge of designing and engineering
work of railroad motor cars and some kindred lines. Would
prefer one who has had some experience in railroad work.
Location Michigan.

709 Representation wanted, notably in Philadelphia,
Pittsburg, St. Louis, Kansas City and Omaiia, by mechanical
engineers who are established with their own offices aud will
be able to take up the handling of the " Productograph."

713 Graduate engineer to take responsible charge in the
field of a modern steam shovel jilant, consisting of shovels,
locomotives, cars, etc., of company operating in anthracite
coal region. Applicant must have some experience with
steam shovels, familiarity with tlieir mechanism and capa-
bilities. Present salary $200 ])er month.

Mi:X AVAII.Ar.I.K

11-800 Member, technical graduate, desires position as
chief draftsman, mechanical engineer, or designer of steam
pumps, simplex or duplex; several years exjierience design-
ing, testing and erecting. At present employed.

H-801 Superintendent capable of handling large machine
shops, foundries and manufacturing plants; wide experience
on high grade work, good executive, has organized and com-
pletely equipped large modern shops.

H-802 Mechanical engineer. Junior, thoroughly familiar
with machine tools and specialties, bridge, structural and
pipe contract work desires commission agencies. Located on
the Pacific coast.

H-803 Graduate mechanical engineer, two years outside
experience of varied nature, desires position as instructor;
prefers laboratory or steam power plant work. Can furnish
best references.

H-804 Technical graduate in mechanical and electrical
engineering, six years shop experience and four years as
traveling salesman, desires to represent a first class company
in Philadelphia or vicinity as manufacturers' agent.

H-805 Member, technical graduate, age 35, wide experi-
ence in design and application of steam and compressed air
machinery, at present engaged in successful independent con-
sulting practice, would consider regular employment with a
view to permanent association with an aggressive and re-
sponsible concern ; would iiualify as engineer in purchasing
or plant departments of industrial or mining properties.

H-806 Member, graduate M.E.. over 25 years experience
in his line, owing to slightly detective hearing, wishes to
change to a field of work in which this will not be a hin-
ilrance to efficiency and advancement, as research, experi-
ment, testing, inventions, patents, designs, development work,
examinations, investigations, reports, office or field, or with
consulting engineer, company or corporation.

H-807 .Junior, wide experience in steam turbine power
l>hints, electric railway and lighting properties, eliminating
operating difficulties, reducing costs, securing new business
in positions of chief and electrical engineer, desires position
as salesman of electrical or steam e(|uipnient. Prefers posi-
tion in Middle States or Middle \Vcst ; iki objection to
traveling.

11-808 Purdue University gradimte. '03, who has for sev-
eral years specialized on research and development work, de-

sires position with firm requiring investigation of engines,
machinery or materials of construction.

H-809 Member, technical graduate, age 33, experienced
as chief draftsman and as manager of engineering and draft-
ing de|)artments in manufacturing lines, desires position as
mechanical engineer or assistant to superintendent or man-
ager.

11-810 Member, age 30, technical graduate in mechanical
engineering, seven years practical experience in engine and
heavy machinery design, desires position of responsibility
with progressive concern or consulting engineers engaged in
the manufacture of prime movers and heavy machinery, or
desisrninu:, construction and operation of power plants. Sal-
ary >206-.$225.

H-811 Member, M. I. T. graduate, age 40, eight years
experience structural design and as superintendent, eleven
years varied and valuable experience in mechanical design
and manufacture, including four years in turbine design,
specialty of stresses and smaller mechanisms, desires posi-
tion where this experience can be applied. At present, safety
assistant for large corporation. Kew England location pre-
ferred.

H-812 Mechanical engineer, technical graduate, age 30,
desires responsible position. Thorough knowledge of all
types of pumps and pumping machinery, gasoline, and oil
engines, steam engines and sugar house machinery, also
drawing room, erection room and engineering department
experience in large pump manufacturing company; sugar
plantation work in Mexico and sales engineer in Brazil.

H-813 Member, technical graduate, age 33, ten years ex-
perience in light metal manufacturing and foundry work;
thoroughly familiar with modern and economic methods of
shop management, seeks position as superintendent, prefer-
ably with large company. Salary $5000. At present em-
ployed.

H-814 Junior, age 38, sales engineer, experienced in han-
dling high-grade power transmission and mechanical special-
ties, desires to represent manufacturer. Eastern or middle
west preferred.

H-815 Junior, age 23, graduate mechanical engineer of
Columbia University, one year practical experience, desires
position as assistant to manager or superintendent in indus-
trial concern. Location immaterial.

H-816 Junior, age 31, married, 12 years experience heat-
ing and ventilating, estimating, drafting and machine design,
five years residential engineer for well known company,
executive ability, capable of taking entire charge of design
and specifications for heating and power plants, purchasing
of equipment and materials, desires position with reliable
concern or consulting engineer with chances for advance-
ment. At present employed.

H-817 Mechanical engineer, technical graduate, 15 years
shop and mill experience, desires important position as plant
engineer, or would consider taking an interest with services
in small manufacturing enterprise turning out mechanical
goods.

H-818 Member, technical graduate, age 32. nine years
experience in design and testing of steam turbines and cen-
trifugal air compressors, including blast furnace compres-
sors, desires a position where this experience will be of value;
unusual experience hi turbine research work, during last
three years has determined the leading dimensions and tested
a complete line of turbines 100 to 2500 kw, capacity.

H-819 Mechanical engineer, ten years experience with re-
sponsible firms in hoisting and conveying machinery, cement
plants, general mnnut'acturing and maintenance, office, shop
and field.

H-820 Cornell graduate. 28, married, seven years expe-
rience as machinist, tool maker and master mechanic, desires

SOCIETY AND LIBRARY AFFAIRS

LIII

position teaching experimental engineering, mechanics or
physics in or near New York. At present employed.

H-821 Member, mechanical engineer, age 38, married, 14
years experience in design, construction and operation,
wishes position with cement manut'aetnring company witli
chances of advancement; recently superintendent of a large
plant; salary moderate.

H-822 Member, graduate M. E., 15 years experience,
seven years in connection witii manufacture and sale of me-
dium and heavy weight machinery as responsilile executive
assistant to high officials ; duties have included pushing out
products, systematization, analysis of costs, short cut esti-
mates, general office management and sales; interested in
similar position or one connected with manufacturing or
sales department exclusively.

H-823 Member, wide experience in shop and office, five
years confidential aid to consulting engineer, having general
charge of drafting room and design of railway and lighting
j30wer plants, special apiiaratus, etc., handling reports, spec-
ifieations and correspondence, wants responsible position as
engineer with operating company, manufacturing concern or
consulting engineer.

H-824 .Junior, age 27, technical graduate, live years ex-
perience in automobile factory building high priced cars, de-
sires position as assistant superintendent or manager.

H-825 Member, managing sales engineer, open for eon-
tract, has handled successfully well known accounts accept-
ing all responsibility of the entire office ; diplomatic and pro-
gressive, broad acquaintance in the manufacturing, engineer-
ing and contracting field. Location New York and East.

H-826 Member, graduate M. I. T. in mechanical engi-
neering, post graduate course in electrical engineering, wide
experience in design and construction of machinery and
buildings, manufacturing, systematizing and accounting, de-
sires permanent position in New York.

H-827 Member, age 40, 18 years engineering experience,
six years of which have been buying and inspecting machin-
ery and supplies, desires position as purchasing agent; have
been buying at lowest prices for resale to largest consumers
and can reduce costs.

H-828 Member, mechanical engineer, desires responsible
position; 14 years experience in power plant work, heating,
ventilating, mill engineering and factory; executive ability;
best references.

H-829 .Junior, age 27, graduate mechanical engineer, de-
sires position with engineering firm or in industrial plant:
four years experience in general plant work in design and
construction of machinery and buildings; one year with
boiler concern, also shop and testing experience. At pres-
ent employed.

H-830 Student Member, 1914 M. E., graduate of middle
west university, experience on practically every type of farm
machinery, wishes position as apprentice or shop workman
in factory that specializes in improved farm machinei-y.

H-831 ilember, age 33, 11 years general experience in
design and construction of mill buildings, furnaces, boiler,
machinery and mechanical equipment of power ]dants, struc-
tures for conveying, elevating and storing coal, ores and
other materials. Has acted as chief draftsman, superin-
tendent of construction, mechanical engineering and manu-
facturing ])lants. Position desired along these lines; location
immaterial but jjrefer middle ^Vest.

ACCESSIONS TO THE LIBRARY

With Commexts by the Librariax

This list includes only accessions to the library of this Socirty.
Lists of accessions to the libraries of the A. I. E. E. and A. I. M. i;.
can be secured on request from Calvin W. Hire. Secretary Am. Soc.
M. E.

Abhandluxgen" uxd Berichte iJBEi! Techxisches Schul-
WESEXT. Vol. 5. Arheiten auf dem Gebiete des Tech-

nischen XocliscJndiceseii.'i. Bcrliii, I'Jll. Oift of Verein
deutscher Ingenieure.

ACHT VORLESUXOEX L'BER ThEORETISCHE PhYSIK GEHALTEN

AX DER Columbia Uxivkrsity ix the City of New
York ix Fruhjahe 1909, Max Planck. Leipzig, 1910.

AiiERiCAX Associatiox OF DEMURRAGE OFFICERS. Proceed-
ings of the 25th annual convention, 1914. St. Louis,
1914. Gift of Association.

Americax Maxufaoturers Export Associatiox. Proceed-
ings of 4th annual convention, 1913. New York, 1913.
Gift of Association.

American Railway Associatiox. Proceedings of session
held in New York City, May 20, 1914. Gift of Asso-
ciation.

American Railway Exgineerixg Association. Manual,
1911. Chicago, 1911.

American Society op Swedish Engineers. List of Mem-
bers May 15, 1914. Brooklyn, 1914. Gift of Society.

American Water Works Association. Proceedings of the
33d annual convention, 1913. Troy, 1913. Gift of As-
sociation.

Atlantic Deeper Waterways Association. 6th annual
convention, 1913. PhiJadelphia, 1913. Gift of Asso-
ciation.

Automatic Sprinkler Protection, Gorham Dana. Boston,
1914.

Boston Metropolitan Water and Sewerage Board. 13th
annual report. Boston, 1914. Gift of the board.

Bridges of New York City, R. K. Thomson. Reprinted
from Engineering Magazine, September-October, 1909.
Gift of author.

Computations for Marix^e Engines, C. H. Peabody. New
York, 1913.

Design and Constructiox of Oil Engines, with an ap-
pendix on marine oil engines, A. H. Goldingham. ed.
4. Neio York, 1914.

DiESELMOTOREN. A. Riedler. Vienna, 1914.

The Elasticity and Endurance of Steam Pipes. C. E.
Stromeyer. London, 1914. Gift of Master Steam Users'
Association.

Electric Touring, presenting a number of electric automo-
bile tours in New York, New Jersey and Connecticut.
New York Electric Vehicle Association. Gift of As-
sociation.

ExGixEERS Handbook op tables, charts and data on the
applicatiox of cextrifugal pans and fan system
AXD motors, air washers, hot blast heaters axd
systems of air distributiox. Published by Buffalo
Forge Company. Buffalo, 1914.

Extwerpen uxd Berechxen von Heizungs uxd Luptuxg-
sanlagen, Otto Wieprecht. ed. 4. Halle a S., 1910.

Erecting and Operating: An educational treatise for con-
structing engineers, macliinists, millwrights and master
builders, William Rogers. New York, 1913.

Ergebniss der Beratuxgen des DeutscSen Ausschusse?
FUR Techxisches Schutlwesen ijber Hochschul-
PRAGEX. Berlin, 1914. Gift of Verein deutscher In-
genieure.

Fittixg and Erecting of Engines, C. L. Browne. Mmi-
chester, 1914.

Foundations of Bridges and Buildings, H. S. Jacnl)v and

R. P. Davis. New York, 1914.
ZuR Geschichte der Drahtseilschwebebahnex% Franz M.

Feldhaus. Berlin, 1911.

Handbuch der Ingexieurwissenschaften. pts. 3, 5. Leip-
zig, 1914.

Heat, E. M. Shea'ly. New Yorh, 1914.

HoiSTiXG Machixery for the Handling of Materials, T

Iv. Thomson. Reprinted from Engineering Magazine.

Gift of author.

LIV

SOCIETY AND LIBIJAKV AFFAIRS

Hydraulic Tables, G. S. Williams aud Allen Hazen. ed. 2.
New York, 1911.

Illinois Society op Engineers and Surveyors. Twenty-
ninth annual report, 1914. Wheaton, 1914. Gift of
the society.

Illinois Water Supply As.sociation. Proceedings of 6th
meeting, 1914. Urhana, 1914.

In.sulated Return Feeder System for Mitigating Elec-
trolysis Installed by the United Railways Com-
pany op St. Louis, Mo., in the Ann Avenue Substa-
tion District, Report on. Mav, 1914. Gift of S. S.
Wyer.

International (15th) Congress on Hygiene and Desi-
Ogr.u'iiy. Washington, Sept. 23-28, 1912. Transac-
tions, vol. 1, pt. 1-2; vol. 5, pts. 1-2; vol. 6. Washing-
ton, 1913.

Konden.swassek-Ableiter, Deutsche-Englische, Ameri-
KjVnische. Praktischb Ratschlage fur Damppkes-
selbesitzer, Robert Wagner. Leipzig, 1911.

Lectures Delivered at the Johns Hopkins University
in May, 1914, L. G. MePherson. Baltimore, 1914.

Die IVIaschixex-elemente ihre berechnung und kon-
struktion, C. Bach. ed. 11, bd. I. Leipzig, 1913.

Modern Packing House, F. W. Wilder. Chicago, 1905.
Gift of Hunt Memorial Fund.

MuNCHEN-TeCHNISCHEN HocIISCHULE. BeRICHT i'BER DAS

STUDIENJAHR, 1912-1913. Munich, 1914. Gift of Tech-

nisehen Hoehschule.
Program 1913-1914. Munich, 1914. Gift of Teeh-

nischen Hoehschule.
New Orleans Sewerage and Water Board.

rejjort 28th, 1913. New Orleans, 1913.

board.
NTew York Metropolitan Sewerage Commission. Report,

1914. New York, 1914. Gift to the commission.
Oil Fuel for Steam Boilers, R. T. Strohm. New York,

1914.

Poor's Manual of Public Utilities, 1914. New York,
1914.

Power and Power Transmission, E. W. Kerr. ed. 3. New
Tork, 1914.

Practical Pattern Mj^king, F. W. BaiTows. ed. 2. New
York, 1914.

Schubstangen und Kreuzkoppe, H. Frey. Berlin, 1913.

Scientific Determination of the Merits of Automo-
biles, A. Riedler. London.

Semi-annual
Gift of the

" The Shipbuilder " Annual International Number,
1914. Neiccastle-upon-Tyne, 1914. Gift of Shipbuilder.

Slide-Rule Notes, H. C. Dunlop and C. S. Jackson. Lon-
don, 1913.

Society for the Promotion op Engineering Education.
Proceedings of 21st annual meeting, vol. 21. Ithaca,
1914. Gift of Society.

Spinnerei und Weberei, Georg Lindner. Karlsruhe.
Strength of Materials, H. E. Murdock. New York, 1911.
Technical Thermodynamics, Gustav Zeuner, translation by
J. F. Klein, vols. 1-2. ed. 2. New York, 1908.

trade catalogues

Aerotiirust Engine Co., Chicago, 111. The Aerothrust for
the mechanical propulsion of rowboats, canoes and small
sailing craft. The Aerothrust for the mechanical pro-
pulsion of bicycles, ice craft, wind wagons, etc.

Bacharach, Herman, Pittshiirgh, Pa. Catalog B. Hydro
volume and pressure recorders.

Consolidated Expanded Metal Co., Pittsburgh, Pa. Steel-
crete guards, .S4 pp. L^niversal slab computer.

Garrett, Richard, & Sons, Leiston, England. The "Gar-
rett '•' superheated steam semi-stationary engine.

Johns-Manville, H. W., Co., Cleveland, Ohio. J-M Roof-
ing salesman. May 1914.

Link Belt Co., Philadelphia, Pa. Book no. 190. AVagon
and truck loaders, 1914.

North Western Expanded Metal Co., Chicago, III. Ex-
panded metal construction, June 1914.

Otis Elevator Co., Neu- York, N. Y. Escalators, 35 pp.;
hand power elevators, 28 pp. ; incline railways, 27 pp. ;
Inclined elevators, 32 pp.: residence elevators; traction
elevators, 23 pp.; gravity spiral conveyors. Description
of following: Ceiling machine with motor direct con-
nected; double belt ceiling type machine; double screw
alternating current machine with full magnet controller;
electric sidewalk hoist with hand rope control: hydraulic
plunger sidewalk hoist; plunger passenger elevator level
control ; shigle screw direct current electric elevator
switch control: standard hydraulic elevator vertical
cylinder geared type; traction elevator overhead type
direct current switch control : duplex geared traction
elevator overhead type switch control : single geared
traction elevator overhead type switch control.

Pacific Flush-Tank Co., Chicago, III. MiUer ai)pliances.
designed for sewage disposal. Catalog no. 15, auto-
matic air-lock apparatus for flushing sewers and han-
dUng sewage. Watertight sewer joint compounds.

THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS

ABRIDGED LIST OF OFFICERS AND COMMITTEE CHAIRMEN'
James Hartness, President Calvin W. Rice, Secretary

R. M. Dixon, Finance Committee

H. R. Cobleigh, House Committee

Leonard Waldo, Library Committee

L. P. Alford, Committee on Meetings

Theo. Stebbins, Committee on Membership

C. I. Earll, Publication Committee

Fred J. Miller, Public Relations Committee

R. H. Rice, Research Committee

Jesse M. Smith, Committee on Constitution and By-Laws

' a complete list of the officers and committees of the Society will be found in
the Year Book for 1914, and in the January and July I9I4 issues of The
Journal

LOCAL MEETINGS

Atlanta: J. S. Coon
Boston: R. E. Curtis
Buffalo: W. H. Carrier
Chicago: Paul P. Bird
Cincinnati: J. B. Stanwood
Milwaukee: E. P. Worden
Minnesota: Max Toltz
New Haven: H. B. Sargent
New York: R. V. Wright
Philadelphia: H. E. Ehlers
San Francisco: Robert Sibley
St. Louis: F. E. Bausch

THE WARNER & SWASEY COMPANY

Works and Main Office: CLEVELAND

Branch Offices: NEW YORK BOSTON BUFFALO DETROIT and CHICAGO

UNIVERSAL HOLLOW-HEXAGON TURRET LATHES

TURRET SCREW MACHINES

BRASS-WORKING MACHINE TOOLS

Universal Hollow- Hexagon Turret Lathes

Equally efficient for both Bar and Chucking work

TWO highly efficient machines in ONE — combining the
rapidity and accuracy of the Turret Lathe and the simpli-
city and adaptability of the Engine Lathe.

Two independent tool carriages — o perating simultaneously;
multiple cutting tools ; geared-head single pulley drive ;
great strength, rapidity and adaptability.

TWO SIZES— No. 2-A— Bar work 2K"x26"; castings and forgings 12"
No. 3-A — Bar work 3H"x36"; castings and forgings 15"

No. 2A — With "Bar Equipment"

No. 2A — With "Chucking Equipment"

The lower Illustration shows a set ol
4 of the 100 Bristol Pyrometers used
by one of the largest steel companies
In the world. tJsPd In couneciion with
a Bristol Recorder, either the present
temperature or any variation In tem-
perature for 24 hours can be seen at
a elance. It makes no difference
whelhtryour furiiaci'a are old or new.
Bristol Pyrometers help improve your
product

ONE HUNDRED

BRISTOL PYROMETERS

USED BY ONE FIRM. WHY?

Because after giving years of careful study to the heat treatment of metals, they have
found them indispensable in obtaining the best results at the minimum cost. When the
largest steel plants in the world, the people who do nothing but devise and apply the very
best methods for the heat treatment of metals, use Bristol Pyrometers, why don't you ?
Send for our Bulletin No. C-1400. It will help you decide.

Waterbury, Conn.

THE BRISTOL COMPANY

BRANCH OFFICES :

114 Liberty Street.
New York

1670 Frlck Building Annei
Pittsburgh

953 Monadnock Block
Chicago

Experience— Integrity— Capital

Three very important factors in the manufacture of highly efficient Turret Lathes.

Three items which figure strongly in the manufactiu'e of Jones & Lamson Turret
Lathes.

With a record of more than half a century as specialists, designing and building
Turret Lathes of the highest type; an enviable reputation for prompt and fair dealing,
and sufficient capital to exploit every suggestion in the wa>- of improvement, we have
developed the commerciall>-ideal Turret Lathe.

In the Jul\- issue of the Journal of the American Society of Mechanical Engineers
we explained how nine changes of feed ranging from 20 to 120 per inch could be obtained
by a slight shift of a single controlling lever; how the gear feed mechanism, in the hands
of others, has stood a test which astonished — even us.

In this grueling test over half a million changes of feed w^re made without even so
much as the removal of a single part for repair; furthermore, the mechanism was appar-
ently in good condition at the end of that period.

Now, allow for rough handling of new and inexperienced operators, neglect of proper
lubrication, the continuous grind this mechanism is subject to, and mmierous other
hardships, then take a pencil and make note of this phenomenal test, and when a new
Turret Lathe is under consideration, refer to this matter and purchase on the well known
conservative basis — elimination by comparison.

The brief outline and drawing on the next page will explain why this phenomenal
test was possible.

Positive Feed and Precision Stops

The section drawing below shows the feed controUing mechanism and the simple
but accurate stopping device, found only on Jones & Lanison Machines.

tUD 0€AB $C' ^

C-XS7

C-SO

n[o KCLF^sina jvo

HEAD RCMOVCD TO SHOW

A slight shift of lever No. 571 (see drawing for part numbers) actuates a double
wing cam No. 578 which in turn actuates two levers connecting with separate shafts,
each carrying an arm C-208 for shifting the gears and obtaining nine feeds ranging from
20 to 120 per inch, shown on the "feed indicator" C-272. The change gears in the "feed
gear box" are subject to severe duty, even in the hands of a skilled operator, but this has
been provided for by special heat treated gears, specially designed for rapid change work,
and partly submerged in oil.

Controlling lever No. 571 has another function, that of the action of rod No. 569
which actuates rod No. 567. On one end of rod No. 567 a small eccentric actuates the
adjustable "tension releasing head" C-257 which in turn acts on a series of friction discs
C-204 and 104 which have a very important function in effecting a positive and accurate
stop for the Cross Sliding Head.

When the Cross Sliding Head has been arrested by striking one of the "cross feed
stop bars," instead of the release and rebound action peculiar to other types of feed and
stop mechanism, these friction discs perform the important duty of holding the head or
carriage firmly against the stop, perfectly rigid, effecting an accurately-finished shoulder
on the work.

This is the simplest and most efficient feed and stop device for machines of this type,
and is but one of the many features which characterize the Jones & Lamson Turret
Lathes. Its simplicity of construction makes it indestructible. Its mechanical principle
makes it most efficient.

JONES & LAMSON MACHINE COMPANY

Springfield, Vermont, U. S. A., and 97 Queen Victoria Street, London, E. C.

Germany, Holland. Switzerland and Austria-Hungary: M. Koyemann. Charlottenstrasse 112, Dilsseldorf. Germany.
France. Spain and Belgium: F. .'\uberty & Co., 91 Rui de Maubeuge, Paris. Italy: W. Vogel, Milan.

Drying Problems
May Confront You

Our

Vacuum Drying Apparatus

removes moisture, at lowest temperature, rapidly, thoroug"hly,
uniformly, economically. Thirty years of experience in this
one field of activity cannot help but be of value to you.

The thousands of installations in daily operation and the many
repeat orders are the best evidence of our claims to be of service.

J. P. DEVINE CO.

1372 Clinton Street

Buffalo, N. Y.

iiiiiiiiy<ii;iiijiii!iiiiuii;iiUhii;iiiiiiu;iiUiiii«;iiiiiJJiiiiiittii.iiiii:uiii«,>[L]i

Some of the Universities
"Lea" Equipped

Dartmouth College,
Lelaud Stanford. Jr.. Univprsity.
University ol Michigan.
University or Minnesota.
University of Illinois.
University oI Pennsylvania,
University of West Virginia.
George Peabody College,
Dundee Technical School

^

Universities Also
Standardize with the "Lea"

In addition to the universal use of the "Lea" V-Notch Recording
Meter by big power plants everywhere for the measurement of boiler
feed, condenser discharge and other liquid flow, this instrument is also
a part of the regular engineering laboratory equipment of a large
number of leading colleges and universities both here and abroad. The
photnt;raph shows the

LEA'^d^otdi

Recording Liquid Meter

Brief Advantages of the
"Lea" Recording Meter

1. Continuous, charted records of
flow.

2. Guaranteed accurate within 1^2^.

3. Acciirac>- unaffected by changes in
temperature or velocity of flow^; by
dirt, s:ale or sediment.

4. Can be checked accurately while
running.

5. No moving rarts in path of flow.

6. Through e 'u ative a-^d moral
effect, ijives iiureaaed clJicer.cj of
entire power plant.

*'Log Book of the Power Plant"

in the Mechanical Engineering Laboratory of the University of Illinois.

This meter, which is of 200,000 lbs. per hour capacity, has a steel tank and is
provided with a multiple V-Notch plate with three V-Notches. 90'', ^2 90°. an'i
H QO*'. The ^2 and }i 90° Notches give a larger float movement and therefore
greater accuracy when only small flows are being measured.

The fact that these big universities consider a knowledge of the "Lea"
Meter essential to the thorough education of the men entering practical
engineering work, is splendid evidence of the necessary part "L^a" Meters
will play in the efficient power plant of the future.

The new "Lea" catalog, an 83 page textbook on power plant water
measurements, is just coming off press. We must have your name and
address in ord r to send you a copy. Write for it to-day. No
obliftal on, of course.

#

v^

Yarnall-Waring Company

^^~

Mermaid Ave., Chestnut Hill, Philadelphia

iiiiiiiiiit^

^\\\\»"

Profit Payin

Smoke Stacks

(^MIMNEYS cost money and waste
money because they require a high
temperature of the flue gases in order to
produce the necessary draft.

Do you realize that by installing a

Green's Fuel Economizer

>ou can recover enough heat from the chimney flue gases
to cover the operation of a Green's Mechanical Draft
Fan and, in addition, pay good di\idends upon the in-
vestment in Economizer and Fan?

In other words, you save outright the first cost and annual
charges upon the chimney, since the Economizer Fan and short
steel stP.ck are more than self-supporting, that is, profit paying.

vnd besides, the

Green's Mechanical Draft Fan

will enable you to utilize your present boiler equipment to better
advantage, that is, to get more steam without adding more boilers.

Recent developments have demonstrated that the most economical rate at
which to drive boilers is from 150 to 200% of the nominal rating. The coefficient
of heat transmission increases with the velocity of the gases, and by adopting
the two-stage method of steam production, that is, using the boiler to supply the
latent heat of evaporation and the economizer to bring the cold feed water up to
the evaporating temperature, the total amount of surface required can be reduced
and the efficiency improved at the same time. This is largely due to the fact that
the Economizer is more effective in abstracting heat from the gases of combus-
tion than is the last pass of the boiler, due to the lower temperature of the con-
tents of the Economizer and the consequent greater temperature difference
between water and gases, as compared with the boiler.

The use of mechanical draft enables you to realize the benefits from this mode
of procedure to the greatest advantage and at the same time to burn the cheapest
grade of fuel. It also gives you full control of steaming capacity in all conditions
of wind and weather and enables you to meet overloads promptly and adequately.

Would you be interested in a Treatise that we have recently
published on this subject ? Ask for pamphlet M. E.-108.

The Green Fuel Economizer Co.

Matteawan, N. Y.

New York City, Boston, Chicago, Atlanta,
San Francisco, Los Angeles, Seattle,
Salt Lake City, Montreal.

Engineers: Builders of Green's Fuel Economizers,
Fans, Blowers and Exhausters, Steam Air Heater
Coils. Waste Heat Air Heater>, Mechanical Draft,
HeatinR and Ventilating and Dr>*ing Apparatus.
Draft Dampers and Engines.

Firing Cost Must Be a Prime
Consideration in Power Plant Design

This fact is sometimes overlooked in the effort to construct a
plant of minimum first cost and requisite capacity. But boiler
room labor cost may mount so enormously with some systems of
combustion as to add very seriously to station operating expense.

LABOR ECONOMY is another respect in which

shows its advantage over other steam making systems.

For instance, 3 batteries of 2-650 h.p. boilers each, TAYLOR STOKERED, may
easily be cared for by one man through all variations of load ( this is a very
conservative estimate), which at a rate of 30c. an hour figures $7.20 as the
labor cost for the six boilers. \ like number of hand-fired boilers will require
4 men in each of the shifts including the two daily peaks, and at least two
men in the slack shift, figuring $24.00 as the day's labor cost.

The hand fired boilers can probably not be operated to produce more than
125f ( rating at peaks, or 4825 h.p., while the TAYLOR STOKERED boilers can
easily produce 300' , rating, or 11,700 h.p., making the labor cost per produced
horse-power with the TAYLOR STOKERS less than one ninth that with the
hand fired system, and the ratio for the whole day would probably be as one
to five.

Of course this is a hypothetical case, and as an estimate for a whole plant omits
the 6 boilers' share of firing supervision, but it shows rather accurately the
proportion in labor economy, and explains how a moderate sized plant, like
the Hartford Electric Light Company, for instance (5,000 h.p.), has been able
to save over $17,000 a year in labor costs alone by a change to TAYLOR STOKERS.

From the above data, figure what the saving would be in a large sized plant, and
write our Stoker Department for details.

American Engineering Co.

Philadelphia

"INGERSOLL-ROGLER"

AIR COMPRESSORS \S^

'^.X.'

This shows the high pressure air end of the class
"PRE," direct connected, electrically driven type

INTERCOOLER

It has a very large cooling area.
Multiple circulation of cooling
water results in its economical
use and greatest cooling effect.
Bafifle plates break up the flow
of air and prolong its contact
with the cooling surfaces. Tubes
are nested, permitting expan-
sion and contraction without
leakage.

MOISTURE TRAP

The moisture trap is located
between the intercooler and
the high pressure cylinder. All
air passes through it before
entering the cylinder. A bafiHe
cap deflects the air before pass-
ing into the cylinder, causing
entrained moisture to be trap-
ped, provision being made for
draining. This results in the
delivery of practically dry air
to the cylinder.

JACKETING

The cylinders are water jack-
eted on barrel and heads. As
head jacketing is most im-
portant, the air coming in con-
tact with the head throughout
the entire stroke, the value of
the " Ingersoll-Rogler " con-
struction is apparent.

AUTOMATIC

CLEARANCE CONTROLLER

It operates independent of the
running gear and economically
regulates the compressor
through five stages (full, three-
quarter, half, quarter and no

ooooocr^
yooooooo >

s/ OOOOOOOO \

/oooooooooX
/oooooooooo
ooooooooooo
oooooooooo
\ ooooooooo /

s\ OOOOOOOO /
% OOOOOOO^f
J ■- OOOOO

/

load) by varying the a lount of
clearance. The reduction in
power secured is practically in
direct proportion to the reduc-
tion in load.

SIMPLICITY

The valve is a simple disc of
steel with large ports. There is
an entire absence of valve gear
or other outside mechanism.

DURABILITY

The life of the valve is long,
due to the use of high-grade
material, an extremely low lift
and the valve lightness. It is
quickly accessible by removing
a bonnet on the cylinder. There
is nothing to wear but the
simple disc of steel, the cost of
which is small.

IT IS ABSOLUTELY
NOISELESS

GENERAL EFFICIENCY

Friction is practically elimi-
nated, resulting in the highest
mechanical e ficiency. The
valve being light and of low
lift requires very little power
to open it. Its construction
and action insure the main-
tenance of an absolutely tight
seat. It is admirably adapted
to low as well as high pres-
sures, and equally efficient at
low and high speeds.

"Ingersoll-Rogler" means high-
est over-all compressor effi-
ciency.

DRIVING END

The rotor of motor is pressed and keyed on the main shaft between the main frames. These frames are of
rigid design and enclosed, dirt- and dust-proof, provided with automatic flood lubrication that is depend-
able, economical and efficient. The entire dri\ing end is in keeping with the superior air end design.

Bulletin 3024 Upon Request

INGERSOLL-RAND COMPANY

New York
RIVETERS and CHIPPERS

Offices the World Over

AIR HOISTS

London
DRILLS

3--C

10

Insist on This Point

Specify the Low Voltage Release and g-et the benefits of the most
modern method of controlling- squirrel cag"e induction motors.

The Low Voltage Release throws the compensator to the off position
whenever voltage fails.

Fuses are saved and men as well as the machines are protected because
the return of voltage finds every compensator switch in the "off" position
— and the motor cannot start until the operator performs the usual starting
operations.

Other Advantages of the G-E Compensator

1. The handle of the CR-1034 compensator can-
not be left in starting position.

2. The handle cannot be moved to running posi-
tion without first going to the starting position.

3. Switches are oil immersed, thus eliminating
sparking and insuring long life of contacts.

4. Compound treatment of the coils makes them
practicalh' water-proof.

5. 0\erload relays open the circuit in case of
overload.

6. The overload relay is supplied with an enclosing
cover, making the entire equipment fire-proof.

G-E Industrial Control can be
furnished for the practical and
economical operation of any
motor anywhere.

•1

^

■9-

m

i

i

j^

Call, write or telephone our
nearest office for further details
and special information on our
exchange proposition.

Overload relay panels are furnished with an
enclosing cover

General Electric Company

Atlanta. Ga.

Baltimore, Md.

Birmingham, Ala.

Boise. Idaho

Boston, Mass.

Buffalo. N. Y.

Butte. Mont.

Charleston. W. Va.

Charlotte. N. C.

Chattanooga. Tenn.

Chicago. 111.

Cincinnati, Ohio

For Texas,
El Paso. H.

Cleveland, Ohio
Columbus. Ohio
Dayton. Ohio
Denver. Colo.
Des Moines. Iowa
Detroit. Mich.
(Office of Agent)
Elmira. N. Y.
Erie. Pa.

Fort Wayne. Ind.
Hartford. Conn.
Indianapolis, Ind.
Oklahoma and Arizon
ouston and Oklahoma

Largest Electrical Manufacturer in the World

General Office, Schenectady, N. Y.
ADDRESS NEAREST OFFICE

Jacksonville, Fla, /0i^ ^^^ Angeles. Cal.

Joplin. Mo. ^vffS Louisville. Ky.

Kansas City. Mo. W lwl/ Memphis. Tenn.

KnoxviUe. Tenn. ^S^ Milwaukee, Wis.

I business refer to ?outli\ve.'5t General Electrii Company (for
City For Canadian business refer to Cinarlian Geneml l-;i<<

Minneapolis. Minn.
Nashville. Tenn.
New Haven, Conn.
New Orleans, La.
New York. N. Y.
Niagara Falls. N. Y.
Omaha. Neb.
Philadelphia, Pa.
Pittsburg, Pa.
Portland, Ore.
Providence. R. L
Richmond. Va.
nierly Hobson Ele* tri'
trie Cijmpany, Lt'd

Rochester, N. Y.
St. Louis, Mo.
Salt Lake City, Utah
San Francisco. Cal.
Schenectady. N. Y.
Seattle. Wash.
Spokane. Wash.
Springfield. Mass.
Syracuse. N. Y.
Toledo. Ohio
Washington. D. C.
Youngstown, Ohio
c Co.), Dallas,
roronto. ' 'nt. 4 1.50

11

«^'

Horizontal Form Vertlc;il Form

COCHRANE STEAM SEPARATORS

TO

STEAM TURBINE
USERS

•!• • Steam as delivered from the boiler
ordinarily contains i, 2 or 3% of moisture,
and there is sometimes moisture present after
passing through a superheater. Even a
small amount of moisture is efficiently re-
moved by the Cochrane Steam Separator.

^ • Wet steam wears turbine blades, and
with wear the efficiency falls off progressively.

Cy • Considering that renewal of the blades
will cost as much or more than a good
steam separator like the Cochrane, is it good
engineering to leave the separator out? And
as each pound of moisture results in the
consumption of an extra pound of good steam,
will not a separator soon pay for itself .■*

^y • \ Cochrane Separator is a regular and
necessary part of an efficient turbine in-
stallation. Its purchase is also justified by
the protection which it gives the turbine
against slugs of water, pieces of packing,
bolts, nuts, etc.

^ • Send for
Their Uses."

Steam Separators and

HARRISON SAFETY
BOILER WORKS

3199 N. 17th ?«
PHILADELPHIA, PA.

Davis
Pressure
. Regulators
Save
Steam

Save Steam

Using a higher steam pressure on your
auxiliaries than is necessary is like oper-
ating your engine on a high back pres-
stire — it is wasteful.

Every pound reduction in pressure that
you can make saves a certain amount of
fuel. In most plants there are many
places where less than boiler pressure can
be used, and steam saved, if proper use is
made of the

Davis Pressure Regulator

Here is a device that saves steam and works
automatically. You simply set it to make deliv-
ery at the required pressure and no matter what
the boiler pressure may be or how much it varies,
the Davis Regulator will maintain a constant
reduced pressure.

This valve is simple in construction — it does
its work well and it lasts. Tell us your needs
and we will let you have a valve to test in your
own plant. If not satisfactory in every respect,
return it and you will be under no obligations
to us.

G. M. Davis Regulator Co,

439 Milwaukee Avenue
CHICAGO

New York Pittsburgh
Philadelphia

San Francisco
Boston

MAKERS of VALVE SPECIALTIES SINCE 1875

12

|p?-75% . Efficiericys

POPPET VAlvVE

:^^:. -ENGINE**-:^;

A RECORD performance was made
■^ ^ on the acceptance test of the
Nordberg Cross - compound Poppet
Valve Engine built for the U. S. Metals
Refining Co., Grasselli, Ind.

This engine, illustrated above, has Nordberg
Poppet Valves on the high-pressure cylinder
and Nordberg Corliss Valve with full stroke
gear on low-pressure cylinder.

On test with 155 lbs. boiler pressure, 76°
superheat and 26" vacuum, this engine showed
an economy of 11. 015 lbs. per horse power
hour, which corresponds to 75.3% efficiency,
as compared to the theoretical or Rankine
cycle efficiency.

Nordberg Poppet Valve Engines have been
built for over 20 years. Some of the first
Poppet Valve Engines are still in operation.

They are liuilt in all sizes, simple or compound ,
condensing or non-condensing. Compound
Engines have Poppet Valve high-pressure
cylinders and Corliss Valve low-pressure
cylinders.

For further information write for our Bulletin 25

NORDBERG

NORDBERG MFG. CO.

Milwauk

ee

Wisconsin

MACHINERY

Manufacturers of High Efficiency Corliss
Engines; Uniliow Engines; Poppet Valve
Engines; Air Compressors; Blowing En-
gines; Hoisting Engines; Pumping En-

t^inci; anrl other mnrhinor\". n

Forty Years^
Experience
in Building
Special Machines

tor knitting mills, paper making, wood
working and nearly every other kind of
])urpose has fitted us to help you solve
your own problems.

Let us build your special machine or
contract machine work in our large
modern factory. The methods and tools
which we employ insure rapid production
of accurate work at a reasonable cost.

We'll relieve you of every detail of
the manufacturing end, leaving you free
to devote your time to the sales.

A trial order is solicited

Estimates gladly furnished from blueprints

Write

We hold all Plans and Execute all
Work in Strict Confidence

C. H. Cowdrey Machine Works

FITCHBURG, MASS.

Contractors, Builders and Designers
of Special Machinery

I miini « III nil iiiiiiniiiiiii ■ iimiwiHinr

13

i HI I II I

1 » 'iiiii ■ «

I ■ HihiiL ininiiiiiii I I

The Lagonda

Automatic Cut-Off Valve

Is the Circuit Breaker

of the Boiler Plant

Just as the circuit breaker protects electrical
apparatus, the Lagonda Automatic Cut-off
Valve protects your boilers and steam apparatus
against accidents and sudden disastrous over-
load. It isolates trouble and prevents explo-
sions due to improper paralleling of boilers. It
is the accurate gauge which tells when boilers
are at the proper pressure to be thrown in on
the line and it does this automatically.

The bursting or drawing of a boiler tube from
the tube sheet will immediately close the valve,
removing the injured boiler from the line so that
it will not interfere with the operation of the
remainder of the plant.

The Boiler Insurance Companies

recom iiend automatic cut-off valves and the
results of U. S. Government tests on Lagonda
Cut-off Valves have proved most favorable for
their adoption.

Our new Bulletin contains information
worth having. Send for copy now.

aoSTDH PHILADClfKA.

ST LOUIS, oscua OCTTWn

SANnuNCBCB I

nUJL HOKTREAl- LOHOCM |

Makers of Weinland Boiler Tube Cleaners, Automatic Cut-
Off Valves Repeating Machines, Boiler Tube Cutters

and Water Strainers 227

There is only one genuine
"Jenkins" Valve. It's the

JENKINS
BROS.

and it bears this
Trade Mark

Jenkins Bros. Valves are made in
all types and for all pressures and
purposes.

Jenkins Bros. Standard Pattern
Valves, brass and iron body, are the
original renewable disc valves. In-
stead of a solid
metal clapper they
contain a disc
holder made of
brass or other suit-
able material, and
a removable disc
of a softer mate-
rial. The Jenkins
Disc adopts itself
to inequalities in
the seat, thus in-
suring perfect

tightness. If the disc is injured, or
becomes worn out in service, it may
be easily replaced, thus making valve
as good as new at very little expense.
The complete valves seldom wear out
in service. There are numerous
places where Jenkins Bros. Valves
installed 25 to 40 years ago are still
in service. Engineers have often test-
ified that Jenkins Bros. Valves out-
last all others with which they have
had experience.

Let us send you catalog illustrating the complete line

The Diamond

Trade Mark

Is Your Protection

Jenkins Bros.

New York, Boston, Philadelpliia, Chicago

Jenkins Bros., Limited, Montreal, P. Q., London, E.G.

14

A De Laval

Centrifugal

Is the mcjst ecuiioniical means of
supplying water where electric
power is cheaply obtainable.
A synchronous motor, as
shown in the illustration,
is highly efficient and im-
proves the voltage reg-
ulation and efficiency
of the electrical dis-
tribution system;
thus, such units
are accepted at
low rates by the

electric com-
panies. The
characteristics
of the pump
are such as
to permit
easy start-
ing of the
motor.

.\J1
De Laval
Centrifugal
Pumps are
guaranteed as
to efficiency,
workmanship and
materials, and are
thoroughly tested
to determine that the
guarantee has been ful-
lilled. They are simple
in construction and can
be taken care of by unskilled
labor. All parts subject to wear
are interchangeable and can be
quickly and cheaply renewed. The
interior of the pump is at once ac-
cessible upon lifting the casing co\er.

If you arc interested in pumping matters,
si^nd for our new 300-page Treatise 1^58.

DE LAVAL

Steam Turbine Co.

Trenton '^^ N. J.

OE LAVA

RE-COOLING
CONDENSING WATER

A high \acuum w'ith the least amount of con-
densing water is only obtained with con-
densing water of low temperature, and where
purchased from the city or the natural sup-
ph' is limited, the best means of re-cooling
the condensing water, cooling the jacket water
of oil or gas engines, etc., is by the use of

Recent installation of Koerting Low Pressure Re-cooling Nozzles at the
LOUISVILLE COTTO.X MILLS, LOCIi\'lLLE. KV.

Koerting Low Pressure
MULTI-SPRAY NOZZLES

which is a double effect nozzle. It breaks the
water up into the finest particles, not like in-
efficient constructions where a full stream of
water mixes with atomized water resulting in
big drops. The atomization in the Koerting
IVIulti-Sjiray Nozzle is perfect.

The life of such a spray cooling plant is
considerably longer than cooling towers,
operation cheaper than cooling towers, and
there is little or no cost for repairs.

]]'nlc lodav for a cop\ of our Catalogue b-B

SCHUTTE & KOERTING CO.

1239-57 North 12th St. Philadelphia

New York, so Church St. Chicago, Security Bldij.

Boston, 132 High St. Pittsburgh, Keenan Bldg.

Denver, ist Nat. Bank Bldg. Cleveland, New England Bldg.

Kansas Cit\-. Burton Machy. Co.

15

THE

AIR PUMP

For Large Turbine Units

Do"5ells" Bearings
Save Power?

T^NEHMEBItHNPnii&TEXTUE fo

»»*;

-~--r^

PADS FOR HORSES

<;HLLMitiii iiiiin

IWY 25.1914

p';;i«;',"m';" "'"'"' " "•"

CentloFoen, -

We iiavo ju,
'"•tins, infl : will ,

babbit

as tna r,!--! . "^"-tttilS. "><" yaur currant.*
4«'iSp° °'""" '"'" '"•" "^ '"^ "

111

,,^ »• real very „

ti^<',;^ r"" "^"^ ^'" ■-•"

wi« Leering, «nt longtn of
"P»lr? or couroB you ra»l
tn«« I. ,ery Uf.ia a,pe„o,

Thinklne you for 'a,rly

'111 'ofcur ^r. *"* '^•'"''H-. t.ut .guM
11*. your MBarlenoa wi » h

^llfa iMy ra ajpact of toela rttiisut

' •bout all tb. rap,i„ nece,>»ry i,
im.^r7 ""''>■ ■« »111 aqoln another

""ply. w «ra.

BoapaetruHy youa.

THE Wheeler Turbo Air Pump is particularly suited
for condensers of io,ooo k\v. and up, because the
hurlingwater is discharged around the entire periphery
of the impeller, in small radial jets, and large air en-
training capacity' is obtained. The air is positively
entrapped between small layers of water, the com-
pressed mixture being finally discharged into a casing
surrounding the dififuser.

Under ordinary air-tight working conditions, when the con-
denser air in leakage is small, the

WHEELER
Turbo Air Pump

will maintain a vacuum of 99% of the theoretical.

For surface condensers a combined air and condensate pump
is preferred by some engineers, and this arrangement is shown in
the illustration. Air and condensate enter the pump by a com-
mon suction nozzle, and are separated within the pump, the air
flowing over the division w-all to the periphery of the hurling
water impeller and the condensate flowing by gravity to the eye
of the condensate impeller.

This pump saves floor space

piping', attendance and power

For further information on Wheeler Turbo
Air Pumps, send for our new Bulletin 111

WHEBLER

Condenser and Engineering Co.
CARTERET ii8 NE^W JERSEY

A Drop from 10^
to 4J Horsepower

t^IFTY-seven-and-one-eighth per cent, less
power needed to do the work a week
after "Sells" Roller Bearings were applied!
This — the experience of the American Pad &
Textile Company — is only one of the hundreds
of instances where "Sells" Bearings are cut-
ting the cost of manufacture. And, as we
will show in another letter, this saving im-
proves from year to year wilhoui a single
cent of repair cost. Let us analyze your
proposition now — no obligation, and an op-
portunity for big savings. Don't fail to write
for the facts.

Royersford Foundry & Machine Co.

60 N. 5th St.. - - Philadelphia, Pa.

i-'--^

16

THE SOOT CLEANER THAT SWEEPS
• THE TUBES CLEAN

IT'S THE

I VULCAN SOOT
I CLEANER

The internal pipes REVOLVE, producing a sweep-
ing effect that removes ALL the soot instantly and
leaves the heating surface perfectly clean.

It is the SOOT CLEANER used by such power plants as the Detroit-Edison Co., —
The Cleveland Electric Illuminating Co., — ^The United Gas Improvement Co., Phila. —
The United Electric Lt. & Power Co., 201st Street Station, New York City — The
Potomac Electric Power Co., Washington — The Chicago and North Western Ry. Co.,
and thousands of other up to date plants.

Our book " Economical Steam Production" gives full details of the
VULCAN SOOT CLEANER as applied to all types of boilers. It is
an interesting book especially written for Mechanical and Operating
Engineers. We will send a complimentary copy upon request.

G. L. SIMONDS & CO., 228 So. La Salle St., Chicago

TRANSVERSE SECTION— REAR VIEW

MurpHy Iron WorKs

Pittsburg Chicago Detroit New York Buffalo

Murphy

Automatic
Smokeless

Furnaces

STATISTICS STATE

that about lO'^h of the thirty
million dollars worth of coal
burned under power boilers
each year in the U. S. is
wasted.

Murphy Automatic Furnaces
burn all g-rades of bituminous
coal without smoke and with-
out waste — and that W^c is

sa

ved.

Send for the Catalog

17

WHAT IS A GOOD FEED WATER METER CHART?

The engineer of a large boiler plant in
New York City says "My boys take
pride in obtaining a good \'enturi Meter
Chart." The illustration opposite is a
reproduction from an actual chart made
at No. I Boiler Plant of the Vacuum
Oil Company, Olean, N. Y.

A 4 inch Venturi Meter with T>-pe M
Register- Indicator- Recorder not only
checks the evaporative efficiency of the
boiler plant and the grade of coal being
supplied, but also the work of the fire-
men and water tenders in maintaining a
rate of boiler feed as constant as the
somewhat fluctuating load permits. A
Venturi Meter can do as much in your
plant.

Bulletin No. 68-A is yours for the
asking. Just write.

BUILDERS IRON FOUNDRY

"Builders of the Wvituri"
PROVIDENCE, R. I.

NEW YORK CHICAGO SAN FRANCISCO

PORTLAND SEATTLE

NOONm

For High Vacuum

You can realize the highest possible effi-
ciency in your condensing- equipment
with the aid of this remarkable

Rotary Air Pump

The operation depends upon a rotary piston and bal-
anced relief valves. No valves are contained on the
suction side. Steel shaft runs in high grade ball bear-
ings, resulting in exceedingly low friction losses.

Clearance is practically eliminated, enabling the
pump to create a vacuum as high as 0.3" mercury
absolute.

May be mounted on the same shaft with circulating
and hot well pumps, the whole forming an ideal com-
pact pump group which may be driven by steam tur-
bine, \ertical engine or electric motor.

Used in some of the largest up-to-date plants in con-
junction with our Counter Current Rain and Surface
Condensers.

Write for catalog and full particulars now

General Condenser Co.

1250 N. 12th St.

Philadelphia

18

I. P. MORRIS COMPANY

PHILADELPHIA, PA.

Specialists in the Design and Construc-
tion of High Class^ High Power ^ and
High Efficiency Hydraulic Turbines

Illustration shows one of six turbines designed and
built for the Laurentide Company Ltd., Grand Mere,
P. Q., Canada. Unit is of the single runner, vertical
shaft type, with cast iron pit liner. Volute casing and
draft tube are formed in the concrete.

The I. P. Morris Company have built or have under
construction turbines of this type aggregating 472,700
horse-power.

Inquiries for turbines requiring special design will be 20,000 h. p. turbine

, , , ■ Head 76 feet. ' " Speed 120 R. P. M.

given every attention. Most powerful Turbines of this Type ever built

THE NASH ENGINE

-^^

For 27 years the leader

in Vertical Gas
Engine Design

Specially adapted for

Electric Generation
Water >VorKs

and high grade
Po>ver Plants

National Meter Company

CHICAGO

NEW YORK

BOSTON

19

'niiiiiiiinii iiiaiii mil iiiiiniiiiiii »■■ i ■ h u ii ■ i i ■■■nini ■ ii i i i ■ iiii vi ■ i ■■■■■■iiiiihi iiiiiii i g ■■■■ihiiji m un ■■

HAMILTON CORLISS

Horizontal Crank and Fly Wheel Pumping Engines '

are particularly designed for hard service and long life and the valves are arranged in the
annealed steel casting decks in such manner that the flow of water is not deflected
in all directions, as is necessarily the case when the bee-hive or cage system is used.

Hamilton Corliss Engines are the most economical steam operated prime movers known

and are sold on their operating record.

Send for Bulletin "F"

THE HOOVEN, OWENS, RENTSCHLER CO.

HAMILTON, OHIO, U. S. A.

iiiaaBsmiiwaiiiiimiiiL

FULTON

Oil and Steam Engines

Are Backed by Our Reputation for Reliability
"Sixty Years of Successful Manufacturing"

We build our machinery complete in our own plant. Long- ex-
perience has demonstrated the proper materials to be used in our
casting-s and our workmanship is of the hig-hest class.

FuIton=Tosi Oil Engines, Diesel Type

Fulton=Corliss, Medium and High Speed Engines

Write for Oil Eijgine Bulletin ''A."

FULTON IRON WORKS

1259 Delaware ST. LOUIS, MO.

• !:*,iiii,;i«iii[isasi,o«i«»aij»;ia'aaniaBii^ ■■■■■lliiiliBitiiaBimiiiiaiiiiBai^

20

LUNKENHEIMER BLOW-OFF VALVES

Made in Bronze and Iron Bodj' Bronze Mounted. Either Straight-
way or Angle Pattern can be furnished. All patterns equipped with
self-cleansing seat feature, insuring the greatest durability-.

Besides the above, the large and complete line of Lunkenheimer
high grade engineering specialties includes Bronze and Iron Body
Bronze Mounted Globe, Angle, Cross, Check, Throttle, Gate, Non-
return Boiler Stop, Lever, Pop Safety, Relief, Screw Down Check
\'al\es, etc.; "Puddled" Semi-steel and Cast Steel \'alves of all types;
Water Columns, Gauges and other Boiler Mountings; Whistles and
Ground Ke\- Work of all descriptions; Injectors and Ejectors; Lubri-
cators and Lubricating Devices; Oil Pumps, Oil and Grease Cups;
Gasoline Engine Appliances, etc.

Your local dealer can furnish tJiem; if not, write us.

A complete description of the entire line is given in Lunkenheimer
Catalogue Xo. 50. If \-ou haven't a ropv, write for one.

IHE LUNKENHEIMER £2;

••QUALITY"
Largest Manufacturers of High Grade Engineering Specialties in the World

CINCINNATI, OHIO

New York - - Chicago - - Boston

London

l5-4b

FLEXIBILIT

From a salesman's report, dated Dec. 8, 1913:

•| .

Mr.

superintendent of the
plant, advised that the Goodrich
Conveyor Belt recently furnished them
is one of the most satisfactory belts he
has ever handled; it runs so absolutely
true that he has removed ©very guide
idler from the installation.

{IIV »■/// jiirnii-f' iinuir »>f this ]>l(jnt vpi>t\ rr'iufst^

Makers of Goodrich Tires
and Everything
that 's Best in Rubber

Factories:
Akron, Ohio

inmnrmiiEii

reduce tonnage costs

The B. F. Goodrich Company

There is nothing in

Goodrich Advertising that

isn't in Goodrich Goods

Branches in All
Principal Cities

21

-Sii 1 n HI HI n in HiDfl im™

Reducing the Pay-Roll—
Improving the Product-
Increasing the Capacity—

are the three most important accomplishments of a
Conveyer System.

In these days of manufacturing retrenchment, archi-
tects and engineers are alive to the necessity of pro-
viding the best and simplest means for reducing time
and labor in manufacturing processes. Development
in gravity and power conveying devices have attracted
wide and interested attention, and all promoters of
industrial projects are giving the subject thorough
investigation.

Be prepared to specify the best types of mechanical
handling machinery by securing Uterature illustrating
and describing the Mathews line of Standard Equip-
ment — the oldest and best known in America.

GRAVITY ROLLER CONVEYERS

GRAVITY WHEEL CONVEYERS

AUTOMATIC ELEVATORS

GRAVITY ROLLER SPIRALS

GRAVITY SPIRAL CHUTES

POWER PALLET CONVEYERS, Etc.

(ATTENTION OF MECHANICAL ENGINEERS j

( Cut out this coupon, attach it to your letter head \
} and we nill mail our full set of catalogs and bulle- (
) tins illustrating and describing the Mathews line
J of Standard Equipment, consisting of Gravity
' Conveyers, Automatic Elevators, Gravity Roller
{ Spirals. Gravity Spiral Chutes, etc. Sooner or
i later you will have use for the information given
} In our literature.

Mathews Gravity Roller Carriers and Steel Chutes in a Biscuit Factory

We have branch offices in all leading American cities with com-
petent engineers in charge. Personal assistance given to architects
and engineers in working out handling systems for their clients.
We make no charge for this service.

Main Office and Factory

EllwoodCity, Pa.

Branch Factories:
TORONTO, ONT.
LONDON, ENG.

II I II I II I II

II II III III III III M

III gg II II III I I

I I I

III II III I iiiiiiiiiiiiiiiiiiii

II 111 ■■■■■II ■iiiiiiiii ■■■■■■■■iiia^^^^^^ iiiii ■■■III III I in r

Reduce Costs and Promote Factory Efficiency

Shaw F. T. Electric Monorail System

The Shaw "F-T" Electric
Monorail System is DIF-
FERENT.

The term "F-T" signifies the
FIXED TONGUE in the track
switch — no moving part — noth-
ing to set — no open ends.

These distinctive features of
the Shaw Monorail System es-
tablish the SAFETY and EF-
FICIENCY of the overhead
monorail for Factory Trans-
portation.

SAFETY— Owing to the ab-
sence of any open ends in the
track system, derailments are
impossible and no "safety ap-
pliances" are required.

The Fixed Tongue
Track Switch

EFFICIENCY— No time is
lost at the switches — the Shaw
Monorail Hoist is "dirigible"
and runs through the switches
without stopping — the operator
in the cab controls the route
as w-ell as the hoisting and
travel motions.

Heretofore the weak point
in the Overhead Monorail has
been the track switch, but with
the Shaw System the Track
Switch is an advantage instead
of a draw-back.

TheShaw "F-T" Monorail
Hoist is built with the ordinary
single lift or with double
lift for handling long material;
also for Grab Bucket opera-
tion.

Send for Our Illustrated Bulletin 73-B

MANNING, MAXWELL & MOORE, Inc.

General Offices, 119 W, 40th St., New York. N. Y.

Shaw Crane Works: Muskegon, Mich.

BRANCH SALES OFFICES:

m

Chicago, in.
Cincinnati. Ohio
Cleveland. Ohio
Detroit, Mich.

Boston, Mass.
Buffalo. N. Y.
Milwaukee, Wis.
New Haven, Conn.

Philadelphia, Pa.
Pittsburg, Pa.
St. Louis. Mo.
San Francisco, Cal.

rU

22

MODtL JSO. SInfile Kaofte
Portable Voltmeter.

<Onp-quarter Hlae.)

MODKL 2Hi). Irlple Ranfie
Portable \ olt-AiTimeter.

(Onp-n'Tirrpr Size.)

WESTON

Miniature Precision Instruments
for Direct Current

A new group of very small Indicating Instruments
COMPACT - ACCURATE DURABLE — BEAUTIFUL

PORTABLE
Voltmeters, Millivoltmeters, Volt-Ammeters, Ammeters, Mil-
Ammeters, ■ '"- supplied in sinyle, double and triple ranges.
The triple range volt-ammeter comprising six instruments in
one. This group also includes BATTERY TESTERS.
SWITCHBOARD
Voltmeters Volt-Ammeters Ammeters Mil-Ammeters

This new line of instruments represents the latest development of the
pivoted moving coil, permanent magnet type for low ranges.

The refinement of design and mechanical work in them has been carried
to a degree which would appear to be almost impossible of accomplishment,
if the results v/ere not evident in the instruments themselves.
They embody characteristics which have made the well known Weston

Standards famous throughout the world.
They are accurate, dead beat and extremely sensitive.
They may be left continuously in circuit at full load without injury and are

shielded against the external electrical and magnetic influences of

other apparatus in their vicinity.
They are substantially constructed and may be safely sent long distances
through the malls and will withstand an extraordinary amount of vibration without injury.
They have the longest scale ever provided in instruments with equal length of pomter.
Each model has been thoroughly tested under the most severe conditions of service and in experiments extending over more

The'oor'tabTe^in'swuments may be conveniently carried in the coat pocket. , ., .

The pricea have been established upon so low a scale that any one may possess one or more of these remarkable Instruments

If c^.'i ^Ji,nM obtain the instruments desired from your dealer, write us.

Thrseveral models and ranges ofler a selection from over 300 different combinations, listed in Bulletin No. 8. Will be
mailed upon request.

WESTON ELECTRICAL INSTRUMENT COMPANY, "'"SES^'rRK'irr"^

MODEL 267. Switchboard
Ammeter.

(One-quarter SUe)

MODEL 2b». Switchboard
Volt-Am meter. Reads

Amperes. Press Button for
Volts. (One-Kjuarter SUe.)

Stanley Brown. 114 Liberty 8t« New

York City.
Badt-Wesiburg Elec. Co., 832 Mo-

nadnock block, Chicago. 111.
F. E. Gilbert. 303^ Hale Bldg.. 1326
Chestnut Street. Philadelphia. Pii.
Geo. H. Moseman. 176 Federal St..

Boston. Mas-s,

Milton Mill. 915 Olive St.. St.

Loul3. Mo.
B. K. Sweeney Electrical Co.. 2910

Huron St., Denver, Colo.
Frank E. Smith. 682 Mission St..

San Francisco. Cal.
S. C. Dlnsniore, 1933 Dime Bank

Biff-.. Detroit. Mich

Walter P. Ambos Co.. 1729 East 12th

St.. Cleveland. Ohio.
A. H. Winter Joyner. Ltd., 76 Bay

St.. Toronto. Canada.
Weston Instrument Co.. Ltd.. Ge-

neststraase 5. Sehoneberg, Berlin, caigaxy J l^-^zd

Germany. Weston Electrical Instrument Co.,

D. R. Peiest. 415 Fourth NafI Bank Audrey House. Ely Place. Hol-

Bhl^ . A'Iaiit:i, Ga. bi»rn. Lonanii, r r

Edwin Wortham. Suite 28. Alllaon
BuUdjDg. 8th St., & MalD St..
Richmond, Va.

Montreal a

Vancouver } MtfT^ern EtucTrk Compaof

!I[||llWlfflfflDIIWilI!Hli|llllli!lll'!i|!il'«l(!ii!l.''

The Best Steel

obtainable might be made into wire wtiicli
would be too hard and brittle to make a good
wire rope.

Or the wire might be of a quality that
would stand all tests and yet make a poor rope,
because of lack of care and skill in stranding,
or because of an improper design.

The good rope, the kind which wears well
and gives satisfactory service, is made from
wire of uniform quality, stranded together in a
worlimanlike manner in accordance with de-

signs, planned in the light of experience in
manufacture and close study of the operation
of wire rope in use.

The rope that bears the above trade mark
is known wherever wire rope is used as one
which wears well and gives the best service of
which wire rope is capable.

Such a reputation is not an accident but
the natural result of a thorough appreciation of
what must be done to make a good rope, and
the necessary facilities for doing it.

John A. Roebling's Sons Co., Trenton, N. J.

23

Our New Western Plant
is Now in Operation

Maintenance of our service at the present high standard, and
proper provision for the convenience of western customers,
have demanded that we operate a thoroughly up-to-d te plant
in the central states.

We have therefore installed a very complete equipment of
entirely new machinery at Toledo. Ohio, where orders may be
filled and from which plant deliveries are now made. Western
manufacturers using die castings and bearings will thus be able
to avail themselves of Doehler quaHty, with extra prompt
delivery and without excessive transportation charges.

COURT a NINTH STS. /^\
BROOKLYN, N.Y. ^^y

Western Plant: E. Woodruff & N. 12th Sts.. Toledo. Ohio.

Makers of Aluminum and White Metal Die Castings and
Babbitt-lined Bronze Bearings.

HELICAL GEARS

are generated on the Gear
Shaper on the same princi-
ple as spurs and internals.
In either case a ground,
generating cutter is used,
which produces extremely
accurate gears at low cost.

You are probably familiar
with the spur machine.
Write for circular descrip-
tive of the Helical Gear
Shaper.

THE FELLOWS GEAR SHAPER CO.

Springfield, Vt.

Franklin

Metals

Insure

Maximum

Efficiency

The reliability of any part is depend-
ent on the material of which it is made.

Franklin metals represent twenty
years' development in the perfecting of
die casting alloys, and insure the best
which it is possible to produce.

Our twenty years' experience should be
of service to you in obtaining the right
alloy for the use required.

Sand castings or test bars will be fur-
nished to assist in determining the suita-
bility of our metals for the work intended.

Let us send you our Booklet D, describing our standard alloys

Franklin Manufacturing Company

404 South Geddes Street Syracuse N Y

II I I I II I I I

GOOD BETTER BEST

An accurately
machined steel
pinion meshing
with an accurately
machined gear is
tolerably quiet
when new- that is,
providing the shaft
alignment is perfect

And a generous
supply of oil con-
tinually poured
onto the gears
will decrease the
noise. But after
the gears are
worn no amount of
oil will quiet them.

A New Process
pinion meshing
with it's mate is
always quiet re-
gardless of age
and wear of either
gear. No oil.*- No
noise. No trouble. A
comfort to your men.

Ordinary engineering experience must tell you that
machine parts last longer where vibration is minimized —
that metal-to-rawhide tooth contacts offer real protection
from gear breakage under sudden load imposition.

Let us submit evidence of what New Process Pinions
are doing under conditions similar to your own. Ask
for book — "Noiseless Gear Driving."

NEW PROCESS IS TO
ALL OTHER RAWHIDE
AS STEEL 13 TO IRON

ilWPi'OCEfS

iWi§iiPti4Ti©i

SYRACUSE. N. Y.
CftNADIAN AGENTS

Robert Gardner & Son, Ltd., Montreal

93

24

C. H. Wheeler Condensers

We guarantee our apparatus to maintain a vacuum as close to

absolute as Is commercially possible, and witii llie

lowest operating and maintenance cost.

The C. H. WHEELER '/High Efficiency" System
of Steam Auxiliaries includes :

C. H. WHEELER High Transmission Surface Condensers.

C. H. WHEELER Counter Current Central Barometric; and High
Vacuum Low Level Jet Condensers.

C. H. WHEELER-PRATT "ROTREX" Patent Vacuum Pumps.

C. H. WHEELER-MULLAN Patent Vacuum Pumps.

C. H. WHEELER-THYSSEN Hydraulic Entrainment Type High-
Speed Vacuum Pumps.

C. H. WHEELER IMPROVED Rotative Dry Vacuum Pumps.

C. H. WHEELER Centrifugal Pumping Machinery, all capacities.
Belt. Engine. Turbine or Motor driven.

C. H. WHEELER-PRATT Water Cooling Apparatus. Forced and
Natural Draft designs. Sold on efficiency, durability and low
maintenance guarantees.

C. H. WHEELER Improved Closed Feed Water Heaters for primary
or auxiliary service.

C. H. WHEELER Vertical Enclosed Self-Lubricating Engines.

C. H. WHEELER Atmospheric Exhaust Valves.

Multiflex Automatic Relief Valves.

Expansion Joints.

" Everything but the Turbine "

C. H. WHEELER MANUFACTURING GO.

PHIUDELPHIA, PENNA,

New York

Boston

Pittsburgh

Cleveland

.i«llllllllfll[||lilllllllllllWllllllllilili

BRANCHES
Chicago San Pranctsco

Cincinnati Charlotte

New Orleans
Honolulu T H

ATIONAL

FEED WATER
HEATERS

banish all your feed
water troubles.

Hot water saves fuel and
reduces wear and tear
on boilers.

Over 3,250,000 h.p.
already installed.

Send for Catalog No. 51

'==^^^0';"^

This illustration
shows a

Double Suction

PROVIDENCE

PUMP

Providence Pumps

are built for all purposes in capacities
of 100 to 100,000 gallons per minute.

Double Suction Pumps for moderate heads.

Stage Pumps for greater heads or pressures.

Send for Bulletin

PROVIDENCE ENGINEERING WORKS

I Providence, Rhode Island

%

J!iiiilil'l;llll!;l!lli::|IIIISlillllli«lll!«llllilS.i!1IIIIl!iai>illlllBIII!l'!«i«!«li!i ■

The

National Pipe
Bending Co.,
New Haven,
Conn.

TEXACO LUBRICANTS

Whether you use, make, or seU power, you
must employ lubricants.

The care with which you select them influences
the efiliciency of your plant.
The care with which we have selected the
Texaco Lubricant most suited to each pur-
pose insures the utmost in lubricating efificiency
to the consumer.

We have customers operating plants of all
sizes and every description, who are daily at-
testing to the advisability of buying oils
under the Texaco Red Star Green "T" trade-
mark.
Investigate. It will benefit us both.

The Texas Company

Houston New York

Department M. E., 17 Battery Place, New York

Branch Offices:
Boston Chicago Atlanta Dallas Pueblo

Philadelphia Norfolk New Orleans El Paso Tulsa

46-73

II I n B 1 1 ■ I a HI

I I n I aic, £

II I It UH 11 ■ II Ml II I

25

•I I iimi III •

Brown Pyrometers

Meet every requirement in tlie meas-
urement of temperatures up to 3600'
or as low as — 200°. Brown High
Resistance Pyrometers are unaffected
by the length of wire connecting the
thermo-couple and indicator. Our
56-page Catalogue describes other
advantageous features.

THE BROWN INSTRUMENT CO.

PHILADELPHIA, PA.

NEW YORK P1TTS>BUR(jH CHICAGO

FORTUNA

Portable Electric Drills

FOR

Drilling, Reaming and Tapping

HAND AND BREAST DRILLS
HEAVY SERVICE DRILLS

Ventilated and Watertight

Fortuna Machine Company

127 Duane St. NEW YORK

Automatic Control

Wherever there is a manu-
facturing process in which heat
or time or pressure is a factor,
the Tagliabue System of Auto-
matic Control will save fuel,
lighten labor costs, practically
eliminate waste, improve the
quality of the product, and ab-
solutely guarantee its uniform-
ity.

Tagliabue Controllers usually
earn their cost in a few months,
and they last a life-time.

If you will tell us what you
make, we will give you not only
the successful experience of other
manufacturers, but complete de-
tails of the solution of \our own
temperature problems.

CJ^TAGLIABUEMfGXO.

TEMPERATURE ENGINEERS

18 to 88 Thirty=Third St , Brooklyn, N Y

I II-

H H I 1IIIB

BECO

OIL-BURNING ENGINE

A two-cycle double acting horizontal engine,
operating on the Diesel principle and de-
signed and constructed on the lines of a steam
engine. We guarantee fuel consumption not in
excess of yj^ gallons of crude or refuse oil per
IOC B. H. P. hours when operating at or near
full load.

STANDARD SIZES 300 to 600 B. H. P.

Let us send you descriptive matter cover-
ing details of construction and operation.

HERBERT B. RUST, Sales Agent

14-22 Peck St., Providence, R. I.
THE BROWN ENGINE CO., Fitchburg, Mass.

26

"ALLIANCE"

FLOOR TYPE

Open=Hearth Charging Machine

Massive — Compact
Very Accessible

An all-steel construction floor type open-
hearth charging machine designed to
meet the hard service incident to apparat-
us of this character. Massive and com-
pact, but at the same time very accessible.

PITT SBUB G ^c Zijrvcit /Huw/luluruWiJ /x- hcr/Ji /unj^rr Crane) NEWVOBK

ft JlIEAjLtlA^CE MaCHIAeC^I

Rl.; •• - .'fc*?' AI/i/JA^CE, OHIO. ^ ^^ i^j

IfliiNcMAN Cm>lN£BR« AND BUIIypf^lS CH,c/kd

6-.\rni Friction Clutch Pulley

■'"If ■ '1 .■iiiiisiii in I'liiiiiii i« iiiniii 'III II 1 1 II iiiiiniiiinmiuii

SPRAGUE ELECTRIC

HOISTS

Capacities from 1-2 to O Tons
Direct and Alternating Current

SIMPLE RELIABLE
EFFICIENT

Spragiie Hoists are cut-
ting the cost of pro-
duction in many indus-
tries.

Write for Pamphlet No. 90560

Illustrating ajiplications in
many industries.

Complete information upon request

S PRAGUE ^^^^R^S^i

OF GENERAL ELECTRIC COMPANY

Main Offices : 527-531 West 34th Street
NEAV YORK, N. Y.

Branch Offices in Principal Cities

Power Transmission
Appliances

FOR

BELT AND ROPE DISTRIBUTION

Mechanical, Economical, Efficient

Friction Clutch Pulleys Hangers and Pillow Blocks
Friction Clutch Couplings Pulleys and Fly Wheels
Friction Clutch Operators Shaft CoupUngs
Head Shaft Hangers Floor Stands

Sheaves Tension Carriages

Forged and Turned Shafts, etc., etc.

FALLS CLUTCH & MACHINERY COMPANY

CUYAHOGA FALLS, OHIO

(Branches)
NEW VORK CITV BOSTON. MASS. CINCINNATI, O.

206 Fulton St. S4 Purchase St. 208 Elm St.

m

-

^' * Uttig^y^^

ne

m

■pi

■MMHMP

HUNT STEAM OPERATED ONE MAN
CONTROL STEEPLE TOWER

WILSON & PATTERSON. Montreal. Quebec

The Hunt Tower illustrated above, in combination with Hunt
Automatic Railway, unloads coal and places it in storage at the
rate of 200 tons per hour.

A VERY EFFICIENT OUTFIT

We are Specialists in machinery for the economical handling of
bulk material, and solicit inquiries for equipment of this kind.

Pamphlet S-102 on request-

C. W. HUNT CO., Inc.

West New Brighton, N. Y., U. S. A.

45 Broadway, N. Y. City Fisher BIdg., Chicago

Evans Building, Washington

•■■■■iiiiir.' < lit iiiiMniniiiiiiiiiiiiiiiiiifliiiiiiaiiBiiiiiiiiiiiiiiitiiii^

27

Fifty Cents a Day

added to your operating costs will soon
make up the difference between the cost
of a CLYDE and that of a cheaper hoist.
Now the Clyde Hoist is made with the
one idea of doing the work more economi-
cally: — you can count on the saving,
which will go on long after the difference
in cost is wiped out.

The Clyde Diamond

4

>

CLYDE

on a hoist means a guar-
antee of satisfaction.

^ull find a Repeat-

~ ''rder built irvto evear

oist of ClydeGiaafT

CL^V^DE. IRON VAORl^^

MANUFACTURERS °jf CLYDE-GRADE HOISTING MACHINERY

Duluth. Minnesota U S.A

Jeffrey ser7ce Chains

Specially designed for Extra Heavy Work
and for tiie handling of Gritty or Abrasive
Materials.

"Hercules" Combination Malleable Link and Steel Side Bar
Chain, with Steel Pins.

"Peerless" Malleable Link Cham with Steel Pin;
Rcncii.'nhle Bii '■hiiigs.

Jeffrey CHILLED RIM Sprocket Wheels

Hardened by the J-Co. Process, when used in
connection with these chains, make a combina-
tion that is unsurpassed for Durability and
Economy.

WRITE FOR BULLETIN

JEFFREY MFG. CO., Columbus, 0.

0. S. LOCOMOTIVE CRANES

and PATENT CLAM SHELL BUCKETS

Standard and Broad Gauge tvith Block, Bucket or Magnet

are part of our complete line of Material Handhng Machinery, including
Gantry and Cantilever Cranes, Drag Line Excavators, Coal Crushers,
Electric and Steam Hoists, Bridge and Pillar Cranes, Elevating and
Conveying Machinery.

Bulletin No. 9 describes and illustrates
many types and is sure to interest you

ORTON & STEINBRENNER CO.

Main Office CHICAGO, ILL

11 ti II

I 11 nil II III I

II ill II I mill III!
laii 111 niiD HI II I

Works HUNTINGDON IND

I I iiiniiiiiiiiiiiHinniiiiii t.

"luKkj iLllml.\ COUNTERS

are absolutely reliable instruments for the recording of
output from machines.

In their design special attention has been given to making an
instrument which will operate with the greatest ease. They are fur-
nished with the following forms of driving mechanism: Revolution,
Direct Drive and Rotary Ratchet.

Complete catalogues showing over 25 different
styles oF counters mailed free upon request

THE VEEDER MFG. CO., Hartford, Conn.

16 Sargeant St.

Makers of Cyclometers, Odometers, Tachometers, Tachodomelers. Counters
and Small Die Castings

(Cut Halt Size

The ''Locked Wheel" Counter, illustrated
above, is similar to the Setback Counter ex-
cept the number wheels are locked in all
positions.

Especially useful where the work is paid for
by the piece, as it may be connected up so the
figures cannot be moved except by running
the machine.

■■■■[■■■■'■•illllllHIl

28

END THRUST FRICTION TROUBLES OVERCOME

Mate your difficulties or ask
for bulletins.

STEEL, BRASS AND
BRONZE BALLS

Auburn Ball Thrust
Bearings

With a Four Point Cone Contact

AUBURN BALL BEARING COMPANY,

20 Elizabeth Street, Rochester, N. Y.

O. K. SPEED REDUCING TRANSMISSIONS

GIVE RESULTS WHERE OTHER DRIVES FAIL

DESIGNED FOR HEAVY DUTY AND CONTINUOUS SERVICE
A HIGHLY EFFICIENT PLANETARY TRANSMISSION

The above cut represents seven Model B Speed Reducing Outfits; ratio, 25.6:1: Direct
connected to General Electric Motors. 5 H.P., 1140 R. P. M., giving a driven speed of
45 R. P. M. Motors and reducers are mounted on cast Iron bedplates The above
*la outfits operate feed driers in a large cereal plant.

O. K. REDUCERS ARE MADE IN RATIOS AS HIGH AS 1600:1 OR MORE. INVESTIGATE BEFORE DECIDING ON YOUR

PLANT EQUIPMENT

Send for Bulletin No. 4

D. O. JAMES MFG. CO., 1122 W. Monroe Street, Chicago

lllllil I I lull • HHiH

THE A. & F. BROWN CO

ENGINEERS, FOUNDERS, MACHINISTS AND MILLWRIGHTS

POWER TRANSMISSION MACHINERY

DESIGNED, FURNISHED AND ERECTED

""'■'a^dCotlCs''''' SPECIAL MACHINERY

: WORKS: ELIZABETHPORT
- NEW JERSEY

in I 111 I ■■nil null I iiii ii i imiini i ii iii iiii i i « iii i iiiiiiiiiiiiiiiiiiiii ■ i iH"

miiiii in I I II II I nil 1 I I I nil 1 H i « »i i n ■ i ii i «■ imi i« lu i i iiBiini

, Gears ot all kinds

IRON CASTINGS and size.

Sales room: 79 BARCLAY ST.

NEW YORK CITY

CENTRIFUGAL PUMPING MACHINERY
i Morris Machine Works

Baldwinsville, N. Y.

HENION & HUBBELL, Agents
217-221 N. JeOerson St., Chicago, III.

HARRIS PUMP & SUPPLY CO., Agents

Pittsburgh, Pa.

H. A. PAINE, Agent
Houston, Tex.

New York Office,
39-41 Cortlandt Street

Charlotte, N. C.

29

ELECTRIC & HAND POWER CRANES, PORTABLE ELECTRIC & MONORAIL HOISTS

ALFRED BOX & CO., Philadelphia, pa.

ll»lllllHllS>!Bil.i!l!B'llh)lill*!l|IH'!i

jniii!'i:i:iiii;iiiiiiiiijiii[i:ii!ii:D<iii:ioiiiiiiguii!i:iiiiiiL:i:«^^

!JiM;i!ii.:iiiii:;i.iii!iii::iim:jc;:;i;ii;;i.;i:]Uj.iiiL:,,

I ( 1 I I I II I L

Over
50,000
miles
in use

Rolled

from

Best Quality

Steel

Cunttnuous RaH Joint

Weber kail Jum

Wolhaupter Kail Joint

The Rail Joint Company

GENERAL OFFICES: 185 Madison Avenue, New York City

Makers of Base-Supported Rail Joints for Standard and Special
Rail Sections, also Girder, Step or Compromise, Frog and Switch,
and Insulated Rail Joints, protected by Patents.

Highest Awards— Pans, 1900, Buffalo, 1901; St. Louis, 1904.

Catalog at Aeencies

Boston, Mass.
Chicago, III.
Denver, Colo.
Philadelphia. Pa.
Pittsburgh. Pa.
Portland, Ore.
St. Louis. Mo.
Troy. N. Y.

Montreal, Can.

London E C Eng

India Bldg.

Railway Exchange Bldg,

Equitable Bldg,

Pennsylvania Bldg,

Oliver Bldg

Wilcox Bldg.

Commonwealth Trust Bldg.

Burden Avenue

Board of Trade Bldg.
36 New Broad St

DISTRIBUTION VALVES and SUPERHEATED STEAM

Alwaj's the greatest knowledge and skill are exercised in Designing an Engine in order to
secure the most Efficient and Economical use of the Steam. Do not, therefore, Overlook
the Importance of Frictionless, Steam-Tight Distribution Valves which remain Steam-
Tight and Frictionless.

To say the least, it is not wise to use poorly balanced, leaky valves on an Engine which
has otherwise had knowledge and skill applied in its designing.

Put it up to Valve Specialists.

AMERICAN BALANCE VALVE CO., Jersey Shore,

PENNA.

USA.

VALVE SPECIALISTS SINCE 1890

g III I I I I II II I I II II

I I II lim II r-

R. D. WOOD & CO.

PHILADELPHIA, PA.

ENGINEERS
IRON FOUNDERS
MACHINISTS

BUILDERS OF Gas Holders, Single and Multiple Lift; Gas
Plants; Gas Producer Power Plants; Hydraulic Presses and
Heavy Hydraulic Machinery; Pumping Engines, Centrifugo..
Pumping Plants; Water Works Appliances; Steel Tanks; Sugar
House Apparatus ; Heavy Special Machinery ; Theisen Washers.

MANUFACTURERS OF C. I. Pipe, Gas Works Apparatus,
Centrifugal Pumps, Hydraulic Tools of all description, Hydrants
and Valves, Gas Producers.

30

BUILT BV

E.KEELER CO.

V U.S.A. .

ESTABLISHED 1S64

New York
Philadelphia
Cleveland
Dallas

Rochester

Pittsburgh

Chicago

San F-ranclsco

Keeler Water Tube Boilers

No feature of its design is excelled.
■All Wrought Steel Construction, Straight
Tubes, Horizontal Drum, Vertical
Baffle Walls, Rear Casing, perfect equip-
ment, accessible and compact. This
boiler is the result of fifty years of
boiler shop practice. Built in units 75
to 1500 Horse Power

Ask for new Illustrated cataloK

Green Chain Grate Stokers

For Water Tube and Tubular Boilers

GREEN ENGINEERING CO.

Steger Building

Chicago, 111.

Catalogue " G " — Green Chain Grate Stokers for free burning bituminous coals.
Catalogue "L" — Green Chain Grate Stokers for coking coals.
Catalogue No. 8 — GECO Pneumatic Ash Handling Systems.

Sent on application

iiiiiiim yn iiuiiiiiiiDiiiui i ■■ ■ ii ■ ■ ■■■■■Mm

THE BABCOCK & WILCOX COMPANY

85 LIBERTY STREET, NEW YORK

WATER TUBE STEAM BOILERS

STEAM SUPERHEATERS

MECHANICAL STOKERS

Works: BARBERTON, OHIO BAYONNE, N.J.

BOSTON. 35 Federal St.

PITTSBURGH. Farmers Deposit Bank Bldg.

SALT LAKE CITY. 313 Atlas Block

CLEVELAND. New England Bldg.

LOS ANGELES. American Bank Bldg.

BRANCH OFFICE.S

PHILADELPHIA. North American Bldg.
NEW ORLEANS. Shubert Arcade
CHICAGO. Marqnettfl Bldg.
PORTLAND. ORE.. Wells-Fargo Bldg.
SEATTLE. Mutual Life Bldg.

SAN FRANCISCO, 99 First Street
DENVER. 435 Seventeenth Street
ATLANTA. Candler Bldg.
HAVANA. CUBA. 116} Calle do la Hahana
CINCINNATI, Traction Bldg.

POP SAFETY VALVES, RELIEF VALVES
PRESSURE AND VACUUM GAGES

OF BOTH REGISTERING AND RECORDING STYLES

All of a superior quality and guaranteed to give greatest efficiency, dur-
ability and perfect satisfaction. Backed by a reputation secured in 42 years of
successful business.

Complete Catalogue mailed upon request-

THE ASHTON VALVE CO.

Established 1871

271 Franklin St., BOSTON, MASS.
128 Liberty St.. NEW YORK 174 N. Market St., CHIC.\GO

31

STEAM ENGINES, TURBINES AND BOILERS

PROVIDENCE. R. I.

ALMY WATER TUBE BOILER CO.

Manufacturers of Alniy Patent Sectional Water Tube Boilers for steamships, river steamers, both
propeller and stern wheel, torpedo boats, fire boats, launches. Donkey Boilers for steamships and for all
kinds of stationary work.

Water Tube
Boilers

THE BABCOCK & WILCOX COMPANY ss liberty stke.t, new york

Water Tube Steam Boilers, Steam Superheaters, Mechanical Stokers.

Water Tube
Boilers

BALL ENGINE COMPANY erie pa

Builders of Ball Single \alve Automatic and High Speed Corliss Engines with non-detaching valve
gear, for direct connection, or belting to electric generators.

See page 2 of Condent<ed Catalogues of Mechanical Equipment, 1913 Volume.

Steam
Engines

DE LAVAL STEAM TURBINE CO. trenton. n j

Steam Turbines, single and multi-stage, for all services. Centrifugal Pumps, single and multi-stage,
for all capacities and all heads. Centrifugal Blowers and Air Compressors, and special Centrifugal Appa-
ratus. De Laval Speed-reduction Gears.

Steam
Turbines

Centrifugal
Pumps

EDGE MOOR IRON COMPANY

Builders of the Edge Moor Water Tube Boiler,
construction, straight tubes, all hand holes elliptical, unrestricted circulation which permits forcing
fires with safety and economy.

See page 23 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

EDGE MOOR. DELAWARE
Especially suitable for large power plants. Steel

Water Tube
Boilers

ERIE CITY IRON WORKS erie pa

Boilers: water tube, horizontal tubular, return tubular, water bottom portable, open bottom port-
able, vertical tubular and vertical water tube. Engines: Erie City "Lentz," four valve, enclosed high
speed, automatic, center crank, side crank, portable and Feed- Water Heaters from 25 to 600 h.p.

Steam Boilers
and Engines

Feed- Water
Heaters

HARRISBURG FOUNDRY & MACHINE WORKS

harrisburg. pa.

Manufacturers of Fleming-Harrisburg Horizontal Engines, Corliss and Single Valve, Simple, Tandem
and Cross Compound.

Steam
Engines

HEINE SAFETY BOILER CO. st.louis.mq

Heine Safety Water Tube Boilers, Heine Patent Steam Superheaters, Steel Stacks, Housings, Flues,

etc.

See pages 24, 2.5 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Steam Boilers
Superheaters

THE HOOVEN, OWENS, RENTSCHLER CO. Hamilton ohio

Manufacturers of Hamilton Corliss Engines, Hamilton High Speed CorUss Engines, High Duty
Pumping Engines, Power Pumps and Compressors, Special Hea\'j' Castings.

See pages 6, 7, 309 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Engines
Pumps
Compressors
Castings

32

Boilers

E. KEELER COMPANY williamsport pa

Water Tube, Internal Furnace and Return Tubular Uuilers. .Self-Supporting Stacks, Feed Water
Heaters.

See -page 27 of Coiuknsed Catalogues of Mechanieal K<iuip7iitnl, 191:5 Volume.

Engines

( ompressors

Hoists

NORDBERQ MANUFACTURING CO. Milwaukee wis

Engineers, Designers and Builders of High Efficiency Corliss Engines, Uniflow Engines, Poppet
Valve Engines, Air Compressors, Blowing Engines, Steam and Electric Hoisting Engines, Pumping
Engines and Steam Stamps.

See pages S, 9 nf Cnncleiised Catalogues of ^[rch<nncal Equipment, 1913 Volume.

Engines

Centrifugal
Pumps

Special
Machinery

PROVIDENCE. R. I.

PROVIDENCE ENGINEERING WORKS

Rice and Sargent Corliss Engines, Providence Centrifugal Pumps, Improved Greene Engines and
repair parts, Special Machinery.

See page 11 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Engines

Refrigerating
Machinery

THE VILTER MFG. CO.

Establistied 1867

1070-108S Clinton St., MILWAUKEE. WIS.

Builders of Corliss Engines, Girder or Heavy Duty Type Bed for Belted or Direct-Connected Service,
medium or high speed. Ice and Refrigeration Machines.

Papers on
Steam

Engines and
Boilers

PAPERS PUBLISHED BY A. 5. M. E.

No. 11171. Influence of the Connecting Rod Upon Engine Forces: S. A. Moss, price SO. 10; No. 922.
Effect of Clearance on Economv of Steam Engine: A. Kingsbury, price SO. 10; No. 873. Comparison of
Rules for Calculating the Strength of Steam Boilers: H. de B. Parsons, price $0.10; No. 819. Boiler and
Furnace Efficiency: R. S. Hale, price $0.30.

OIL AND GAS ENGINES AND GAS PRODUCERS

Oil Engines

THE BROWN ENGINE CO.

FITCHBURG. MASS

Herbert B. Rust. Agent
14-22 Peck St., Providence. R. I.

Manufacturers of the BECO Oil-Burning Engine. Operates on the Diesel principle. Standard sizes
300 to (300 B. HP.

Refrigerating

and

Ice Making

Machinery

Oil and Gas
Engines

DE LA VERGNE MACHINE COMPANY 1123E issthSt new york city

Refrigerating and Ice Making IMachinerv, 5 to 000 tons capacity; Oil Engines up to 360 B. H. P.;
Gas Engines 75 to 2400 B. H. P.

.SVe page 20 of Condensed Catalogues of Mechanical Equipment, 1913 Volutne.

Steam
Engines

Oil Engines

FULTON IRON WORKS

ST. LOUIS. MO.

Manufacturers of Corliss and Medium Speed Engines, Fulton-Tosi Oil Engines Diesel System, Cane
Sugar Mills and Crushers.

Gas Engines
and Producers

NEW YORK

CHICAGO

BOSTON

NATIONAL METER COMPANY

Nash Gas Engines and Producers are capable of running at their rated load for ten consecutive hours
on one charge of fuel; will develop a B. H. P. hour on one pound of coal; are rehable because they're Nash.
See pages 18, 19 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

33

THE SMITH GAS POWER CO. lexington, omo

BuiliiiTs of Smith Automatic Gas Producers, both suction and pressure types. Mechanically Ojicr-
ated Gas Producers in large units for power and heating plants. Tar Extractors and Gas Cleaning Plants.
See page 22 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Gas Producers

POWER PLANT AUXILIARIES AND SPECIALTIES

AMERICAN BALANCE VALVE CO. jersey shore, penn...

W'e make Balanced Slide and Piston \'alvcs for Manufacturers of Steam Engines, also for Old Power
Equipment, from Steam Pumps to Battle.ships. Write us.

Sic page 130 of Comlaixril Ciilalagiiis of Mechanical Equipment, 1913 Volume.

Valves

Slide and

Piston

Distribution

AMERICAN ENGINEERING CO.

Machinists and Founders. Builders of the Tavlor Stoker.

PHIL.\DELPHI.\

Stokers

AMERICAN STEAM GAUGE AND VALVE MFG. CO.

BOSTON'. M.ASS

E.-iT.\BLISHED 1S51

Pressure and Recording Gauges, Engine Room Clocks and Counters for all purjioses. Iron and
I?rass Pop Safety and Relief Valves for stationary, marine and locomotive use. The American Thompson
Improved Indicator with new improved detent motion. The American Ideal Steam Trap.

Sec pages 110, 111 of Couileii.'ieil Calalogu( s of Mechanical Equipment, 1913 ^'alume.

Valves

Gauges

Indicators

THE

ASHTON VALVE CO.

BOSTON

NEW YORK

CHICAGO

M
Gages,
faction.

ikers of the Ashton Pop Safety Valves
All of a superior ciuality and guaran

, Water Relief Valves, Blow Off Valves, Pressure
teed to give greatest efficiency, durability and

and Vacuinn
perfect satis-

Valves
Gages

W. N. BEST 11 Bro.4dw.iy new YORK city

Apparatus for and technical information relative to all forms of liquid fuel equipment.

Oil and Tar
Burners

Furnaces

THE BRISTOL COMPANY

Bristol's Recording Pressure and ^"aculull Gauges
II. Bristol Electric Pyrometers. Bristol's Recording Voltmeters, Ammeters and Wattmeters. Bristol's
Recording Water Level Gauges. Bristol's Time Recorders and Bristol's Patent Steel Belt Lacing.

WATERBURY'. CONN.
Bristol's Recording Thermometers. The Win.

Recording
Gauges and
Instruments

THE BROWN INSTRUMENT CO.

EsTABLisfeED ISGO PHILADELPHIA. PA.

Manufacturers of the Brown Pyrometers, the first to be manufactured in this country, and having
the largest sale today. Also manufacturers of Thermometers, Speed Indicators and Recorders, Voltmeters,
.\nimeters and kindred instruments.

Pyrometers

Thermom-
eters

Tachomet-ers

PAPERS PUBLISHED BY A. S. M. E.

Xo. 1214. Unnecessary Los.ses in Firing Fuel Coal: C. R. Weymouth, price :
Economy Tests at a Large Oil Burning Electric Plant: C. R. Weymouth, price i
Rational Utihzation of Low Grade Fuels in Gas Producers: F. E. Junge, price ${
Properties of Steam: R. C. H. Heck, price SO.IO.

;0.30; No. 1213. Fuel
0.20; No. 1165. The
.40; No. 1245. Some

Papers on
Power Plants

34

Venturi
Meters

BUILDERS IRON FOUNDRY providence, r i

\'enturi Meters for colil wuter. iiot water, brine, chemicals, air, gas, steam, etc.; Globe Special Cast-
ings for water works; Grinding and Polishing Machinery.

See page 70 of Condcm^cit Catalogues of Mcchaiiiml Equipment, 1913 Volume.

Valves

CHAPMAN VALVE MANUFACTURING CO. indun orchard. ma«s

Boston New York St Louis Pittsbcrgh Chicago Philadelphia San Fhancisc(i
Brass and Iron 'V'alvcs for steam, water, gas, oil, etc. Sluice Gates. Send for catalogue.
See page 76 of Condenaed Catalogues of Mechanical Equipment, 1913 Volu7ne.

Lubricators
(Irease Cups

CRESCENT MANUFACTURING CO.

Lackawanna i^ight Feed Lubricators and Automatic Grease Cups

SCOTTDALE. PA

^'alre
Specialties

Steam Traps

Governors

G. M. DAVIS REGULATOR CO. new voT^^^Fx loc.s

Manufacturers of Pressure Reducing Valves, Back Pressure Valve, Steam Trap, Exhaust Rehef
\'alves, Balanced Valve, Float Valve, Pump Governor, Boiler Stop and Check Valves.
Sie pages 104, 105 of Condensed Catalogues of Mechanical Equipment, 1913 Volutne.

Condensing
Plants

Air Filters

Separators

Steam Traps

GENERAL CONDENSER CO. 1250 n. i2th st. philadelphi.4. pa.

Coniijliie t'(indc-n>ing Plants for High Vacuum; Counter Current, Jet and Surface Condensers, Air
Pum|)s, Pumping Outfits, Re-Cooling Plant.-. Oil, Air and Steam Separators. Combined Oil Separator.-
and Heaters. Dry and Wet Air Filters. Air E.xtractors for Feed Water (".\irex"). Return and Vacuum
Steam Traps.

Stokers

Pneumatic

Ash

Conveyors

GREEN ENGINEERING CO. steger building chicago. ill.

Green Chain Grate Stokers for free burning and coking bituminous coals. GECO Pneumatic Ash
Handling Systems.

See pages 32, 33, 34 of Condenunt Catalogues of Michaiiicdt Equipment, 1913 Volume.

Fuel
Econom izers

Mechanical
Draft

Engines

THE GREEN FUEL ECONOMIZER CO. m.^tteaw.^x n y

Fuel Economizers; Waste Air Heaters; Fans, Blowers and Exhausters; Engines; Positivflow Hot
Blast Heaters, Drying Equipments; Heating and Ventilating Equipments, Mechanical Draft Installation^.
.See pages 4G, 47 of Comlensed Catalogues of Mechanical Equipment, 1913 Volume.

Feed-Water
Heaters and
Purifiers

Separators

Metering
Heaters

HARRISON SAFETY BOILER WORKS

PHILADELPHIA, PA.

Cochrane Feed Water Heaters, Cochrane Steam and Oil Separators, Sorge-Cochrane Hot Proces
Softening Systems, Cochrane Multiport Valves, Cochrane Metering Heaters.

Valves

Works: HOMESTEAD, PA.
PITTSBURG. PA.

HOMESTEAD VALVE MANUFACTURING CO.

Manufacturers of "Homestead Valves." Straightway, Three-way and Four-way, for blow-off or for
highest pressure and most difficult service for water, air or steam. Valves unlike all others.
(See page 82 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Valves

Steam Traps
Separators
Regulators

THE HUGHSON STEAM SPECIALTY CO. chicago ill

Manufacturers of Regulating Valves for all pressures and for steam, air and water. The best and
only absolutely noiseless Coinbination Back Pressure and Relief Valve. Pump Regulators, Separators,
Steam Traps, Automatic Stop and Check Valves. \\'rite for complete catalogue

35

INQERSOLL=RAND COMPANY u bko..w.v newvork

Air Compressors, twenty standard types, capacity 8 to 9000 cu. ft. per minute; "Little David,"
"Crown" and "Imperial" Air Hammers and Drills, all sizes "Imperial" Air Motor Hoists, capacity J 2 to
.') tons.

See. pnr/rs 270, 277 of Condensed Calahducs of l\fee)ianieal Equipment, 1913 Volume.

Air
Compressors

Air Tools and
Hoists

JENKINS BROS.

NEW YORK BOSTON

PHILADELPHI.\ CHICAGO

Manufai tnr rs of the genuine Jenkins Bros, Valves, made in bra=g. iron body, and east steel, in a variety of typ's,

'^iiitalile for moderate, metiiuni or extra heavy pressures. Also a line of high grade mechanical rubljer g.jods including sheet

packing, gasket tubing and pump valves. Illustrated catalogue sent on requet.

See pages 84, 85 of Condensed Catalogues of Mechanical Equipynent, 1913 Volume.

Vah-es
Packing Discs

ROBERT A. KEASBEY CO. 1°° ^- ^^^^^, ,o.f3Zl^^'' '"'^^'

Heat and Cold Insulating Materials. Headquarters for 85% Magnesia Asbestos and Brine Pijjc
Coverings, Asbestos Products, etc.

See page 138 of Condensed Calalogues of Mechanical Equip^nent, 1913 Volume.

Magnesia
Asbestos and
Brine Pipe
Coverings

THE LAQONDA MFG. CO.

SPRINGFIELD, OHIO

Makers of Weinland Tube Cleaners, Automatic Cut-Off Valves.

Reseating Machines, Boiler Tube

Cutters and Water Strainers.

Tube Cleaner. i

Cut-OiT Valves

Water
Strainers

THE

LUDLOW VALVE MFG

. CO.

TR01

1-. N. Y.

M.
^'alves.

inufacturcrs of
Foot Valves.

genuine Ludlow Gate \'
Sluice Gates. Indicatoi

lives for
• Posts.

all purposes.
Fire Hydrant

Special

s.

Blow

-off \'

alves.

Check

Set

pages 86, 87

of Condensed Catalogues

of Mecha

nicnl

Equipment, 1913

Vol

erne.

Valves

Blow-off
Valves

Fire Hydrants

THE LUNKENHEIMER COMPANY Cincinnati omo

Manufacturers of high-grade engineering specialties, comprising Brass and Iron Valves, Whistles,
Cocks, Gauges, Injectors, Lubricators, Oil Pumps, Oil and Grease Cups, etc., adapted to the requirements
of all classes of machinery.

See pages 88-93 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Valves

Injectors

Lubricators
Etc.

MOREHEAD MANUFACTURING CO. Detroit mich

Return, Non-Return, Vacuum and Condenser Steam Traps. The Morehead Tilting Steam Trap is
the original design of tilting trap, having been on the market for a quarter of a century. For reliable and
satisfactory service this type of trap recommends itself. Illustrated descriptive catalog sent on request.

See piges 112, 113 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Steam Traps

THE MURPHY IRON WORKS Founded ISrS inc. 1004 DETROIT. MICH.

Builders of The Murphy Automatic Furnace. The best Automatic Furnace that thirty years practical
experience can produce.

See pages 38, 39 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Automatic
Furnace

NEW HAVEN, CONN.

NATIONAL PIPE BENDING CO.

National Feed-Water Heaters, National Storage Heaters, National Direct Contact Heaters and
Purifiers, National Steam and Oil Separators. Coils and Bends of Iron, Brass and Copper Pipe.
(See pages 62, 63 of Condensed Catalogues of Mechanical Equipment, 1913 Volutne.

Feed- Water
Heaters and
Purifiers

Separators

PAPERS PUBLISHED BY A. S. M. E.

No. 1085. Performance of a Superheater: A. Bement, price $0.10; No. 1070. A Twist Drill Dynamom-
cler: H. P. Fairfield, price $0.10; No. 921. The Bursting of Small Cast Iron Fly- Wheels: C. H. Benjamin,
price $0.20; No. 1144. Balancing of Pumping Engines: A. F. Nagle, price $0.10,

Papers on
Power Plant
Specialties

36

Valves

Governors

Superheaters

Valves

Fire Hydrants

Water
Softening

Purifying and

Filtering

Systems

Injectors
I'ondensers
Valves
Engine Stops

Soot Cleaners

Gas Analysis
Instruments

Tube Cleaners

Steam
Specialties

Feed Water
Heaters

Steam
Separators

Instrumenls

Lubricating
Oils

NELSON VALVE CO. chestnut hill Philadelphia, pa.

Muuufaclurers of high grade Bronze, Iron and Steel Valves of every kind for every purpose.
See page 94 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

THE PICKERING GOVERNOR CO.

PORTLAND. CONN.

Governors for Steam Engines, Turbines, Gas Engines. Mechanical Control Power Regulation.
See page 131 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

POWER SPECIALTY CO.

Ill Bro.\dwat

NEVr YORK

The Foster Patent Superheater saves feed water, condensing water, coal and boiler power.
See page 4.5 of Condensed Catalogues of Mechanical Equipinml, 1913 Volumt.

PRATT &. CADY COMPANY, Inc.

H.\RTFORD. CONN.

Bhanches at .Albany. Kaltimo;:e, Boston. Chicago. Detroit.
Indianapolis. New Orleans. New York. Philadelphia. Pittsbcso.

Manufacturers of Brass, Iron and Steel Valves, Fire Hydrants, Asbestos Packed Cocks.
See pages 90, 97 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

WM. B. SCAIFE & SONS COMPANY

221 First ,\ve.
26 Cortlandt St.

PITTSBURGH. PA.
NEW YORK

WE-FU-GO and SCAIFE Water Softening, Purifying and Filtering Systems for boiler feed water
and all industrial and domestic purposes.

PHILADELPHIA. PA.

SCHUTTE & KOERTING CO. 123^7 n i2th st.

Injectors, Syphons, Eductors, Furnace Blowers, Exhausters, Pump Primers, Condensers, Spray
Cooling Nozzles; Valves; Small Brass and Iron Body, Open Hearth Steel-Stop, Stop Check, Emergency
Stop Check, Trip, Throttle Trip, Engine Stops, Steam Traps, Feed Water Heaters, etc.

G. L. SIMONDS & CO. chicago ill

The \ulcan Soot Cleaner for Water Tube and Tubular Boilers; Hays Gas Analysis Instruments
for CO2, O, CO, etc.; Hays CO2 and Draft Recorder; Hays Differential Draft Gage; Dean Boiler
Tube Cleaner, Eclipse Smoke Indicator.

ERIE, FENNA.

THE SIMS COMPANY

Designers and Manufacturers of Steam Specialties and Power Plant AppUances: Closed Feed Water
Heaters, Open Feed Water Heaters, Hot Water Generators-Converters, Laundry Heaters, Live Steam
and Water Mixers, Exhaust Heads, Oil Extractors, Oil Filters, Compound Feeders, Garbage and
Refuse Burners, Tanks.

CI T^Ar;i lARIIC MCn Cd 32 Thirtt-third St. BROOKLYN. N. Y.

. J. IAULIADUI:. iTlrU. \^\J. Local Salos Offices in Chicago and San Francisco

Manufacturers of Instruments for Indicating, Recording and Controlling Temperatiu-e and Pressure.
Thermometers; Automatic Controllers; Gages; Oil Te.sting Instruments; Engineers' Testing Sets, Pyrom-
eters, Barometers, Hvgrometers, Hydrometers, etc.

See Page 132 of Condensed Catalogues of Mechanical Equipment.

THE TEXAS COMPANY newyork Houston

Lubiicating Oils for Power Plants, Central Stations, Machine Shops, Foundries and all general
purposes. All cla.sses of Petroleum Products of the highest quaUty.

See page 142 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

37

WALWORTH MANUFACTURING CO. boston, mass

Manufacturers of high grade Brass, Iron and Steel Valves; Power Plant Piping; Screwed and
I'langed Fittings; Pipe Fitter's Tools; Genuine Stillson Wrenches. Parmelec Wrenches, Walco-Hex
Wrenches.

Valves

Power Plant
Piping

Wrenches

WHEELER CONDENSER & ENGINEERING CO. ^'^^^Eiif^lT''

Surface. Jet and Barometric CondeiLsers, C'unibiucd Surface Condensers and Feed Water Heaters.
Cooling Towers, Edwards Air Pumps, Centrifugal Pumps, Rotative Dry Vacuum Pumps and Multiple
Effect and Evaporating Machinery.

See page 66, 67 of Condensed Catalogues of Mechanical Equipment, 191.3 Volume.

Condensers

Pumps

Cooling
Towers

C. H. WHEELER MFG. CO.

PHILADELPHIA. PA.

NEW VORK BOSTON

CHICAGO SAN FRANCISCO

Manufacturers of High \'acuum Apparatu.s, Condensers, Air Pumps, Feed-Water Heaters, Water
Cooling Towers, Boiler Feed and Pressure Pumps.

.See page 65 of Condensed Catalogues of Mechanical Equipmentj 191.3 Volume.

Condensers

Cooling
Towers

Feed-Water
Heaters

PHILADELPHIA. PA.

YARNALL= WARING CO. chestnut hill

Manufacturers of the "Lea" V-Notch Recording Meter, Simplex Seatless Blow-off Valve and the
Simplex Pipe-Joint Clamp.

See page 9.5 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Water Meters

Blow-oft
Valves

Pipe-Joint
Clamps

POWER TRANSMISSION

THE AMERICAN PULLEY CO. Philadelphia pa

The American Pulley. The fir.st all steel parting belt pulley made. Now sold in larger quantities
than any one make of pulley. No key, no set screw, no slip; light, true and amply strong for double belts.
ISO stocks carried in the United States.

See pages 1.58, 159 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Pulleys

AUBURN BALL BEARING COMPANY L- Elizabeth Sx ROCHE.STERNY

Auburn Four Point Contact Cone Principle Ball Thrust Bearings, Auburn Special Ball Thrust Bear-
ings, Auburn Steel, Brass and Bronze Balls, Solid and Hollow.

See page 161 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Ball Bearings

THE A. & F. BROWN CO.

79 Barclay St.

Manufacturers of Shafting, Pulleys, Hangers, etc., for Transmission of Power.
See page 148 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

NEW VORK

Shafting

Pulleys

Hangers

DODGE MANUFACTURING COMPANY

MISHAWAKA. IXD.

Everything for the Mechanical Transmission of Power, Elevating and Conveying; and Water Softeners.
Write for "Power Transmission Engineering," the most complete book of its kind published. It will help
you in your specifications.

Transmission
Machinery

Water
Softeners

Rope Drives

Conveyors

THE FAFNIR BEARING COMPANY

NEW BRITAIN. CONN.

Salea Agents: The Rhineland Machine Works Co.
140 W. 42nd St. New York City

High grade Ball Bearings made of the finest materials to the closest standards of accuracy in the world.
Fafnir Ball Bearing Hanger Boxes can be used in any standard hanger frame.

Ball Bearings

38

Power

Transmisxion

Appliances

FALLS CLUTCH & MACHINERY CO. cuyahoga falls ohio

Frirtion Clutch PuUoys, Couplings, Quills, Operators, Clutch Sheaves, Floor Stands, Heavy Mill
Bearings, Shaft Couplings, Sheaves and TeiL-^iun Carriages, Pulleys and Fly \VTieels.
Sec piige 149 of Cowhtised Catalogues oj Mechanical EguipmciU, 1913 Vohtme.

Poller
Transni ission

THE HILL CLUTCH COMPANY Cleveland omo

Manufacturers of a complete line of Power Transmission Machinery for belt, rope or gear driving,
including the well known Hill Friction Clutches and Hill Collar Oiling Bearings.

ISee page 156 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Cut Gearing

Speed

Reducing

Transmissions

D. O. JAMES MANUFACTURING CO.

1120-22 W. Monroe St.

CHICAGO

Specialists in cut gearing; spur, spiral, bevel, mitre, worms and worm gears, rawhide pinions, racks,
incased worm gear reductions, O'K speed reducing transmissions 4:1 up to 1600:1.

Pinions and
Gears

NEW PROCESS GEAR CORPORATION

SYRACUSE, N. Y.

Manufacturers of Xcw Process Noiseless Pinions and also of accurately cut Metal Gears of all kinds.

Pulleys

Paper Friction
Transmission

1923 Enclish Ave.
INDIANAPOLIS. IND.

THE ROCKWOOD MANUFACTURING CO.

Rockwood Paper Frictions have proven their unquestioned superiority. You will find our booklets
regarding Transmission of Power by Belts and Friction Transmission desirable additions to your engineer-
ing librtiry. Furnished friM! to members upon application.

Power
Transmission

Roller
Bearings

ROYERSFORD FOUNDRY AND MACHINE CO. Philadelphia p.^

Manufacturers of Power Transmission Machinery and Sells Roller Bearings.
See pages 168, 169 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Leather
Belting

CHAS. A. SCHIEREN COMPANY newyork

Tanners— Belt Manufacturers. Output 100,000 Hides per year. Schieren's Duxbak Leather Belting
is of two kinds, waterproof and steamproof, and is used for all belting purposes. Schieren's Bull's Head
Belting for heavy drives. Schieren's Royal E.'ctra Belting for general mill work.

Leather
Belting

Lace Leather
and Welling

DOVER. N. H.
New Y'ork Boston Chicago

L. B. WILLIAMS AND SONS

Tamiers and Mainifacturers of Oak Tanned Leather Belting, Round Belting, Lace Leather, Belt
Leather, Welting, Strapping, Finished Oak Shoulders, Slabs, Bellies, Scrap Leather.

Power
Transmission

Papers on

Power

Transmission

T. B. WOOD'S SONS CO. chambersburg. pa.

Modern and Approved Apilliances for the transmission of Power. Shafting, Couplings, Collars,
Hangers, Pulleys, Belt Tighteners, Friction Clutches, Rope Driving Equipments.

Sec pages 154, 155 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

PAPERS PUBLISHED BY A. S. M. E.

No 1276. Symposium on Electric Driving in Machine Shop: A. L. DeLeeuw, C. Robbins, J. Riddell
and discussion, pnce $1.10; No. 1335. Variable-speed Power Transmission: G H. Barrus and O. 1\1.
Menly, price 80.10: No. S 47 X. A New Theory of Belt Driving: S. Haar, pnce .*0.20; No. 1230. Irans-
mi.ssion of Power by Leather Belting: C. G. Barth, price SO. 50.

39

HOISTING AND CONVEYING MACHINERY

ALLIANCE MACHINE CO. alliance, ohio

Makers of Alliance Cranes of all types; also Rolling Mill and Hydraulic Machinery, Steam Hammers,
Piuichcs and Shears, Scale Cars, Copper-Converting Machinerj-, etc.

Sir jKifie 199 of Condensed ('atidogucs of Mviiianical Equipment, 1913 VoUune.

Cranes

Steam
Ilarnmers

Punches and
Shears

ALFRED BOX AND COMPANY piuladelphia pa

Electric 'and Hand Power Cranes, Portable Electric and Monorail Hoists, Complete Track Systems.

Cranes and
Hoists

THE BROWN HOISTING MACHINERY CO.

CLEVELAND. 0-. U S. A.

NEW YORK SAN FRANCISCO

PITTSBURGH CHICAGO

Dcsipners and Manufacturers of all kinds of Hoisting Machinen,'. including Locomotive Cranes. Electric Travelers.
I-!)cam Trolleys Crabs, Winches, etc., as well as hoav>- Hoisting Machinery of all descriptions. Also Ferrt.inclav ■ for reinforced
loncrete roofing.

See ]>a(]f 201 of Condcn.'^cd Catalogues of Mechanical Equipment, 1913 Volume.

Hoisting
Machinery

H. W. CALDWELL & SON COMPANY newyork Chicago

Elevating, Conveying and Power Transmitting iVIachinery. Helicoid and screw conveyors, machine
molded gears, pulleys, fly-wheels, rope sheaves and drives, sprocket wheels and chain, buckets, belting,
shafting and bearings.

See page 1S7 of Condensed Catalogues of Mrchnnicul Equipment, 1913 Volume.

Conveyors

Elevators

Power
Transmission

CLYDE IRON WORKS

Hoisting Engines and Derricks. All sizes and types of engines.

See page 204 of Condcn-feil Catalogues cjf Mechaniced Equipment, 1913 Volume.

DULUTH. MINN.

Hoisting
Engines and
Derricks

THE EASTERN MACHINERY COMPANY new haven conn

Manufacturers of Electric and Belt Power Passenger and Freight Elevators, Hoisting Machines,
Friction Winding Drums, Friction Clutches and Friction Clutch Pulleys.

Elevators

Friction
Clutches

Pulleys

THE B. F. GOODRICH CO. aivron ohio

Manufacturers of Goodrich Conveyor Belt. The Goodrich "Longlife" "Maxccon" and "Grainbelt"
Conveyors will handle more tons per dollar of cost than any other belt made.

See pages 146, 17.5 of Condensed Catalogues of Meclumieal Equipment, 191.3 Volume.

Conveyor
Beits

r \\J HITMT" rc\ ixir" west new Brighton, new vork

^. Wo IIUl^I ^V7., 11^^. Chicago New Yoke Citt W.ishington. D. C.

Coal Handling and Hoisting Machinery, Conveyors, "Industrial" Railways, Automatic^Railways,
Electric Locomotives, Storage Battery Industrial Trucks, Electric and Steam Hoists, "Stevedore"
Manila Rope.

See pages 202, 20.3 nf Condensed Catalogues of Meehanical Equipment. 1913 Volume.

Hoisting and

Conveying

Machinery

Storage
Battery
Trucks

THE JEFFREY MFG. COMPANY columbls. omo

Builders of Elevating, Conveying and Mining Machinery; Coal and Ashes Handhng Systems for
Power Plants; Screens, Crushers, Pulverizers, Car Hauls, Coal Tipples, Coal Wa,sheries, Locomotives, Coal
Cutters, Drills, etc. Complete Coal Mine Equipments.

Elevating

Conveying

Mining
Macliinery

40

Hoisting
Engines

Cahleirays

ytarine
Transfers

LIDQERWOOD MFG. CO. %l,behttst xewyork

Hoisting Engines — steam and electric, for every use of the contractor, minor, warehouseman, rail-
roads, shipowners, etc. Derricks, Derrick Irons and Derrick Hoists, Cableways for hoisting and conveying.
Marine Transfer for coal and car^o handling.

Eleralors and
Conveyors

PHILADELPHI.\ CHICAGO

INDIANAPOLIS

LINK=BELT COMPANY

Elevators and Conveyors for everj' purpose; all accessories; Power Transmission Machinery.
The Link-Belt .Silent Chain Drive, Coal Tijiples, Coal ^^'asheries, Locomotive Cranes, etc.
See page 192 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Cirarity
( arriers

Conveyers

Automatic
Elevators

MATHEWS GRAVITY CARRIER CO.

ELLWOOD CITV. PA

Manufacturers of Gravity Carriers, Conve3-ers, Spirals, Chutes, and Automatic Elevators. Engineer-
ing Department at your .-service.

Cranes

Locomotive
Cranes

Grab Buckets

Coal Crushers

THE MORGAN ENGINEERING CO. alli.^nce omo

Arc I he hiffifst builders of Electric Traveling Cranes in the world We also design and build Steel
Plants complete. Hammers, Presses, Shears, Charging Machines and all kinds of RoOing Mill and Special
Machinerv.

ORTON & STEINBRENNER CO.

Manufacturers of Material Handling Machinery
Conveying Machinery, Coal Crushers, Coal and Ore Handling Plants, Automatic Buckets, Drag Line
Excavators.

CHICAGO. ILL.
Locomotive and Special Cranes, Elevating and

Robins Belt
Conveyors

Wire Rope

Cranes

Mono-Rail
Systems

Cranes
Jloists

Elevating

Conveying

Power

Transmitting

Machinery

ROBINS CONVEYING BELT COMPANY isi.kkrov newyork

1lie Robins Belt Conveyor was the original and is today the standard of this type of conveying
machinery. It is successfully and economically conveying ore, rock, coal and similar materials under the
most trving conditions of service. Correspondence invited.

iS'rc page 193 of Condensed Catalogues of Mcchaiiiod Equipment. 191.3 Volume.

JOHN A. ROEBLING'S SONS COMPANY trenton n j

Manufacturers of Iron, Steel and Copper Wire Rope, and \\'ire of ever\- description.
See page 185 of Condensed Catalogues of Mrehunical Equipment, 1913 Volume.

SHAW ELECTRIC CRANE CO.

Address 119 W. 40th St. New York, (See Manning, Maxwell
Electric Traveling Cranes for all purposes. Gantry Cranes.
Rail Systems.

MUSKEGON. MICH.
& Moore, Inc.)
^Miarf Cranes and ^\■iuches. Mono-

THE TOLEDO BRIDGE & CRANE CO.

TOLEDO. OHId

Toledo Cranes and Hoists; Coal and Ore Handling Bridges; Grab Bucket Machmery; Electric and
Hiuid Pdwrr Cranes, all types, any capacity; Structural Steel for Factory Buildings.

(Succ -ss ,r? t . WEB.STEU MFG CO.; TIFFIN. OHIl i
E.\sTERN Br.v-vch -. 8S-TO Re.\de St. NEW YORK

THE WEBSTER M'F'G COMPANY

Manufacturers of Elevating, Conveying and Power Transmitting Machinery for all purposes. Ove
thirty years' experience hi this hne and extensive facilities for manufacturing give us large advantage
Belt "Conveyors for handling cements, ores, sand, grav(
plants and "buildings. Chain behing Gearing.

etc. Coal and Ash Handling Systems for power

41

THE YALE & TOWNE MFG. CO.

9 East 40th St.

.NEW YORK

Makers of the Triplex Block and Electric Hoists. The Triplex Block is made in 14 sizes, wilh
lifting capacity of from }{ to 20 tons; Electric Hoist in 10 sizes, }< to 16 tons.

Chain Blocks

Electric
Hoists

PAPERS PUBLISHED BY A. S. M. E.

Xo. 1235. .Aulomutic Feeders fur Handlnig Material in Bulk: C. K. Baldwin, price $0,10; No. 1234.
A Unique Belt Conveyor: E. C. Soper, price SO. 10; No. 1300. Operating Condition of Passenger Elevators:
R. P. Bolton, price .'50.20; No. 1161. A Highspeed Elevator, C. R. Pratt, price .S0.40; No. S 52 X. Me-
chanical Handling of Freight: S. B. Fowler, price $0.20.

Papers on
Hoisting and
Conveying
Machinery

STEEL WORKS AND ROLLING MILL EQUIPMENT

MACKINTOSH, HEMPHILL «& CO.

pittsiu"p,c;h. pa.

Engines, single and compound, Corliss reversing and blowing. Rolling Mill and Hydraulic Machinery
of all lands. Shears, Punches, Saws, Coping Machines.

Engines

Rolling Mill
Machinery

PITTSBURGH. P.\
ta Station. P. R. R., W. Humesteacl. Pa.

MESTA MACHINE CO. wokhs:m

*' Blowing Engines; Rolling Mills; Pickling Machines; Shears; Forging Presses; Gas and Steam Engines
Condensers; Air Compressors; Power Transmission Machinery; Steel Castings; Chilled, Sand and Sfee
Rolls.

Steel Works
and

Rolling Mill
Equipment

LEBAXOX. PA.

WEIMER MACHINE WORKS COMPANY

Builders of Blast Furnace Blowing engines and cc|uipnients. Cinder and hot metal cars. Furnace
Bells and Hoppers. Rolling Mill castings. Special attention paid to Cjuick repair work and work governed
by Engineers' specifications.

Blast Furnace

Blotting

Engines

PAPERS PUBLISHED BY A. S. M. E.

No. S6S. Some Landmarks in the History of the Rolling Mill: C. H. Morgan, price S0.20; No. 1319.
Pressure Recording Indicator for Punching Machinery: C. C. Anthony, price .$0.10; No. 1322. Power
Forging, with special Reference to Steam Hydraulic Forging Presses: B. Gerdau and G. Mesta, price $0.10.

Papers on
Rolling Mill
Machinery

FOUNDRY EQUIPMENT

INQERSOLL=RAND COMPANY n bro.dw.v newyork

"Crown" Sand Rammers, floor and bench types; "Little David," "Crown" and "Imperial" Chipping
Hammers; "Imperial" Air Motor Hoists, }^ to 5 tons capacity; Air Compressors, twenty types, capacity
8 to GOOO cu. ft. per minute.

See page,-! 276, 277 of Condensed Catalogues of Mechanical EquipmenI, 1913 Volume.

Sand
Rammers

Air Tools and
Hoists

Compressors

MUMFORD MOLDING MACHINE CO. 2075 elston avb

Squeezing Machines, Hand or Power
Jolt Ramming Machines, Pneumatic or Electric

See page 216 of Condensed Catalogues of Mechanical Equipment, 1913 Volume

CHICAGO. ILL.

Spht Pattern Vibrator Machines
Pneumatic Vibrators

Fotindry
Molding
Machine
Equipment

42

MACHINE SHOP EQUIPMENT

Special
Machinery

C. H. COWDREY MACHINE WORKS

Contractors, HuildiTs and Designers of Special Machinery.

FITCHBUUG. MASS

Clear Shapers

THE FELLOWS GEAR SHARER CO. springfield vt

Manufacturers of Gear Cutting Machinery of the Most Advanced Type. In tlie Gear Shapcr
System a generating cutter is u.sed which is ground after it has been hardened.
See page 235 of Condensed Catalogues of Mechanical Equipmenl, 1913 Volume.

Portable
Electric Tools

FORTUNA MACHINE CO.

127 Du.\NE St. NEW YORK

Boston. 146 Sinmier St.
St. Louis, 200 N. 3rd St.

Portable Electric Tools for Drilling, Reaming, Tapping, Grinding and Slotting.

Milling
Machines

THE GARVIN MACHINE COMPANY

137 V.^BicK St. new YORK CITY

Manufacturers of a complete line of Plain and Universal Milling Machines, Screw Machines, Monitor
Lathes, Tapping Machines, Duplex Drill Lathes, Speed Lathes, Cutter Grinders, Automatic Chucks, etc.

Special
Machinery

Crindinq
Machines

THE HARTFORD SPECIAL MACHINERY CO. hartford conn

Builders of High Grade, Accurate, Special Machinery, Fixtures, Jigs and Tools.

THE HEALD MACHINE COMPANY

WORCESTER, MASS.

Manufacturers of Grinding Machines. Internal Grinders, Cylinder Grinders, Surface Grinders,
Drill Grinders.

Air
Compressors

Air Tools
and Hoists

Turret Lathes

INGERSOLL=RAND COMPANY n b-cdwo newyork

Air Compressors, twenty standard types, capacity 8 to 0000 cu. ft. per minute: "Little David,"
"Crown" and "Imperial" Air Hammers and Drills, all sizes; "Imperial" Air Motor Hoists, capacity i 2 to
5 tons. _ '

(SVe pages 276, 277 of Condensed Catalogues of Mechanical Erfiipnienl, 1913 Vohane.

JONES & LAMSON MACHINE CO.

SPRINGFIELD, VT

Maimfacturers of the Hartness Flat Turret Lathe; made in two .sizes for both bar and chuck work.
See pages 220-22.^ of Condensed Catalogues of Mechanical Equipment, 1913 1 olume.

Heavy Duty
Boring Mills

THE KING MACHINE TOOL CO.

CINCINN.-\TI.

Vertical Turret Machines, 28" and 34". Vertical

Boring and Turning Machines, 42" to S4",

inclusive.

43

THE R. K. LE BLOND MACHINE TOOL CO. Cincinnati o

We manufacture a complete line of Hea\'j' Duty Lathes and Milling Machines. They are scientifie-

ally designed, so the power is limited only b\- the. strength of the cutting tool. It will pay you to
investigate our machines. Catalogue upon request.

Lathes

Milling
Machines

MANNING, MAXWELL & MOORE, Inc.

119 W. 40th St.

NEW YORK

Are the largest and best known distributors of Machine Tools in the world and carry in stock the
product of the foremost designers of the many branches of machine tool buildmg in the United States.

Machine Tools

Engineering
Specialties

THE WARNER & SWASEY COMPANY

CLEVELAND. OHIO

Branch Office.s;

New York Chicago Detroit

\^'e ofTcr a most complete line of high-grade Turret Lathes for producing work accurately, rapidly
and economical!}'. Our catalog, which describes the.se machuies fully, will be mailed on request.
See pngc 229 if Condensed CiilnJorjins of Mrchnnicnl Eqnipmitd, 1913 Voluiiic.

Turret Lathes

WELLS BROTHERS COMPANY Greenfield mass

We make and sell the Little Giant line of Taps, Dies, Screw Cutting Tools and Machinery.

Taps and Dies

PAPERS PUBLISHED BY A. S. M. E.

Xo. 12.30. Transmission of Power by Leather Belting: C. G. Barth, price $0.50; No. 1.313. Milling
Cutters and their Efficiency : A. L. DeLeeuw, price $0.30; No. 1083. Belt Creep: W. W. Bird, price SO.IO;
No. 1291. Symposium on High Speed Tools: H. I. Brackenbury, and Discussion, price SO. 70.

Papers on
Machine Shop
Practice

ELECTRICAL APPARATUS

SCHENECTADY, N. Y.

GENERAL ELECTRIC COMPANY

Generators, motors, Curtis steam turbines, switchboards, tran.sformers, locomotives, lighting equip-
ments, air compressors, electrically heated devices for industrial purposes. Largest manufacturer of
electrical apparatus in the world.

.SVc pages 272, 273 of Condensed Catalogues of Mechanical Eguipnictd, 1913 Volume.

Electric Drive

SPRAGUE ELECTRIC WORKS

uf GvitLral Eli-Clric Cu.

Manufacturers of D. C. Generators, Electric Motors
mored Cable, Outlet Bo.xes, Armored Hose.

■-531 W. 34th St.

NEW YORK

Electric Hoists, Electric Fans, Conduits, Ar-

Generators
Motors
Hoists
Fans

WAGNER ELECTRIC MANUFACTURING COMPANY st louis mo

Single-Phase INIotors. Polyphase Motors. Transformers, Power and Pole Type. Instruments, a
complete line. A. C. Generators. Converters for charging vehicle batteries from A. C. Rectifiers for
charging small storage batteries from A. C. Train Lighting (Electric) Equipments. Automobile Self
Starters (Electric), etc.

Dynamos
Motors
Transformers
Instruments

PAPERS PUBLISHED BY A. S. M. E.

No. 472. Electric Power Distribution: H. C. Spaulding, price $0.20; No. 4S5. The Electric Railway
as applied to Steam Roads: B. J. Dashiell, Jr., price $0.10; No. 845. The Mechanical Equipment of the
New South Station: W. C. Kerr, price $1.00; No. 1043. Middlesborough Dock Electric and Hydraulic
Power Plant : V. L. Raven, price $0.30.

Papers on
Electrical
Apparatus

44

/'reciaion
/ristruinents

WESTON ELECTRICAL INSTRUMENT CO.

NEWAHK. X. J.

Manuf;icturer.s of Miniiiturc Precision In.struiiifiit.s for Direct Current.

Over 300 ranges anil types

for various purposes.

Papers on
Electrical
Apparatus

PAPERS PUBLISHED BY A. S. M. E.

X<>. 472. Electric Power Distribution: H. C. Spauldins. price $0.20; No. 485. The Electric Railway
as applied to Steam Roads; B. J. Dashiell, Jr., prii'c .90.10; Xo. 845. The Mechanical Equipment of the
New South Station; W. C. Kerr, price $1.00; No. 1043. Middlesborough Dock Electric and Ilvdraulic
Power Plant ; V. L. Raven; price $0.30.

AIR COMPRESSORS AND PNEUMATIC TOOLS

.1 ir
Compressors

Tools

Hoists and

Sand

Rammers

INGERSOLL=RAND COMPANY

Twenty standard Air Compressor types, capacity
"Crown" and "Imperial" Hammer.s and Drills, all sizes;
city; "Crown" Sand Rammers, floor and bench types.

11 Broadwav new YORK

8 to 9000 cu. ft. per minute; "Little David,"
'Imperial" Air Motor Hoists, j^ to 5 tons capa-

,S',

n- juifirs

276, 277 of Condensed Catalogues of Mechaniad Equipment, 1913 Volume.

Papers on Air

Compressors

and

Pneumatic

Tools

PAPERS PUBLISHED BY A. S. M. E.

No. 1320. Ciimmercial Application of the Turl)ine Turbo-Compressors: R. H. Rice, price, SO. 30;
No. 830. Compression and Liquidificationof Gas: A. L. Rice, price $0.10; No. 804. A Pneumatic Despatch-
tube System for Rapid Transportation of Mails in Cities: B. C. Batcheller, price -SO. 30; No. 1295. The
Development of the Air Brake: (Presidential Address) G. Westinghouse, price SO. 20.

BLOWERS, FANS, DRYERS, ETC.

Vacuum

Drying

Apparatus

Vacuum
Pumps and
Condensers

J. P. DEVINE CO. 1372 Cli-nto.n- St. BUFFALO, \. Y.

Vacuum Drying Apparatus (Passburg's Patents), High Efficiency Vacuum Pumps and Condensers.
Drying experiments with various materials may be made at our experimental station.
See page 302 of Condensed Catalogues of Mechanical Equipment, 1913 Voluyne.

Blowers

das
Exhausters

Pumps

P. H. & F. M. ROOTS CO. conxersville ind

Positive Pressure Blowers for foundries. High Pressure Blowers. Blowers for vacuum cleaning, for
laundries, for blacksmiths. Positive Rotary Pumps. Positive Pressure Gas Exhausters. High Pressure
Gas Pumps. Flexible Couplings.

Sec pages 282, 283 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Dryers

RUQGLES=COLES ENGINEERING CO.

McCoRMicK Bldg.
Hudson Termin.^l

Dryers. Direct heat. Indirect heat, and Steam Dryers for all kinds of materials.
See page 301 of Condensed Catalogues of Mechanical Equipment, 1913 Vohaiic.

CHICAGO
NEW YORK

Fam
Blowers
Economizers
Engines

HYDE PARK. MASS.

B. F. STURTEVANT COMPANY

We make c(iuipment to force or exhaust air under all conditions. Largest standard line of "ready to
deliver" Fans in the world and special work done where necessary. Consulting representatives in or near
your city.

See pages 48, 49 of Co7idenscd Catalog^^cs of Mechanical Equipment, 1913 Volume.

45

PUMPS AND HYDRAULIC TURBINES

M. T. DAVIDSON CO.

43-53 Keap St. BROOKLYN. N. Y.

New Y'ork: 151 N:i^-=^u St.
BosTOX: 30 O.iver St.

High grade economical Pumps for all services. Surface and Jet Condensers.

Pumps

( ondensers

THE GOULDS MANUFACTURING COMPANY seneca fails n y

Manuticturers of Efficient Triplex Power Pumps for general water supply, municipal water-works,
fine protection, hydraulic elevators, ]japer and pulp mills, boiler feed pumps,* chemical pumps and air com-
pressors, rotary, centrifugal and well pumps and hand pumps of every kind.

See pngr 201 nf Cotiilcnued Calalogues of Michaiiical Equipment, 1913 Volume.

Pumps

Hydraulic
Machinery

HOLYOKE MACHINE COMPANY

HOLYOKE. MASS.
WORCESTER, MASS.

Water \Mieels with Connections and Complete Power Transmission, Water Wheel Governors, Gear-
ing, Wood Pulp and Paper Machinery, Pumps, Hych'aulic Presses. Special Machinery to order.

Water Wheels

Wood Pulp
and Paper
Machinery

J. & W. JOLLY, Inc. holyoke. ma.ss.

McCormick Holyoke Turbines designed to suit Mill or Hydro-Electric Work. Paper Mill Machinery,
Shafting, Gearing, Pulleys and Freight Elevators.

See page 298 of Condensed- Catalogues of Mechanieal Equipment, 1913 Volutne.

Turbines

Paper Mill
Machinery

LAMMERT & MANN

215-221 N. Wood St.

CHICAGO, ILL.

Engineers and Machinists.

Manufacturers of Rotary \'acuum Pumps for highest dry vacuum. Lead Pumps, Rotary Blowers, etc.

Vacuum
Pumps

I. P. MORRIS COMPANY Philadelphia pa

SpeciaUsts in the design and construction of high class, high efficiency Hydraulic Turbines.
See page 299 of Condensed Catalogues of Mechanical Equipment, 1913 Vohwic.

Hydraulic
Turbines

MORRIS MACHINE WORKS baldwi.nsville n y

Manufacturers of Centrifugal Pumping Machinery, Vertical and Horizontal Engines and Marine
Engines.

See pages 292. 293 of Condensed Catalogues of Mechanical Equipment, 1913 Vohinic.

Centrifugal

Pumping

Machinery

Engines

R. D. WOOD & COMPANY Philadelphia pa

Engineers, Iron FoundtTS, Machinists:— Builders of Gas Holders, Gas Plants. Gas Producer Power Plants. Hydraulic
Presses and Heavy Hydraulic Machinery, Pumping Engines, Centrifugal Pumping Plants, Water Works Appliances, Steel Tanks,
Sugar House Apparatus. Special Machinery. Manufacturers of C. I. Pipe, Gas Works Apparatus, Centrifugal Pumps, Hydraulic
Tools of all description. Hydrants and Valves, Gas Producers.

See pages 296, 297 of Co7idensed Catalogues of Mechanical Equipment, 1913 Volume.

Gas Holders

Pumping
Machinery

Hydraulic
Machinery

Gas Producers

PAPERS PUBLISHED BY A. S. M. E.

No. 3S1. Standard Method of Conducting Duty Trials of Pumping Engines: Committee Report,
price S0.30; No. 1144. Balancing of Pumping Engines: A. S. Nagle, price $0.10; No. 1110. Development
of Water-wheel Governor: M. A. Replogle, price SO. 20; No. 1113. Turbine Design as Modified for Close
Regulation: G. A. Bovinger, price $0.10.

Papers on
Pumps and
Hydraulic
Turbines

40

ENGINEERING MISCELLANY

AluminiiDi

ALUMINUM COMPANY OF AMERICA

Aluiiiinuiii Ingot, Sheet, Rod, Wire, Cable, Tubing and other forms.

S(c jtdijr 207 ()/ Coiidcnued Catalogues of Mechanical Equipment, 1913 Volume.

PITTSBURGH. PA.

Die-Castings

DOEHLER DIE=CASTING CO.

BROOKLYN. N. Y

Our methods and processes for producing Die-Castings are generally conceded to be the most reliable
and cflicient known. Send for our latest booklet "Succe.s.sful Die Ca.=ting."

Coal Mine
Equipments
anil Supplies

FAIRMONT MINING MACHINERY CO.

FAIRMONT. \V. \A.

Manufacturers and Jobber.* of Coal Mine Equipments and Supplies: Steel Mine Ties, Car Hauls, Car
Rctarders, Self-Oiling Wheels, Power Coal Augers, Bo.\ Car Loaders, Portable Mine Pumps, Mine Fans.

Die-Castings

H. H. FRANKLIN MFG. COMPANY

.SYRACUSE. N. Y.

Producers of Die-Cast Parts. Difficult parts completed when cast.

No tooling.

Engine bearings

a specialty.

Rail Joints

THE RAIL JOINT COMPANY 1S5 Mad.son Ave. new york cm-

Makers of Base-Supported Rail Joints for Standard and Special Rail Sections, also Girder, Step or

Compromise, Frog and Switch, and Insulated Rail Joints, protected by patents.
See page 209 of Condensed Catalogues of Mechnnicnl Equipment, 1913 Volume.

Heating
Boilers

Radiators

THE H. B. SMITH CO. westfield mass

Sectional Cxst Iron Water Tube and Return Flue Boilers. Also Direct and Indirect Radiators for
Steam and AVater Warming.

.See pages 326, 327 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Bright

Cold Finished

.Steel Bars

BEAVER FALLS. PA.

UNION DRAWN STEEL CO.

Makers of Bright Cold Finished Bessemer, Open Hearth Crucible and Alloy Steels, in Rounds, Flats,
Squares, Hexagons and Special Shapes.

See page 263 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

Odometers
Tachometers
Counters
Die Castings

Water

Purifying

.Machinery

THE VEEDER M'F'G CO. hartford conn

Makers of Cyclometers, Odometers, Tachodometers, Tachometers, Counters and Fine Die Castings.
See page 329 of Condensed Catalogues of Mechanical Equipment, 1913 Volume.

L

ELECTRIC WATER STERILIZER CO.

SCOTTDALE. PA.

Manul'acturers of Electrical and Mechanical A\'ater Purifying Machinery. Our Electric Water Steri-
lizing ^Iaclline is both economical in consumption of electric current and so simple that any one of aver-
age intelligence can take care of it. Guaranteed to deliver pure water. Capsicities of stock machines
from 40 to lOUO gallons per hour. <

47

iiiiniiiniiB'iJiii:!»i>!«iii!Ti:B

:::'i:iIElBHil!iniBiii[OliiB^^^^^^^^^

PROFESSIONAL CARDS

HOOPER-FALKENAU ENGINEERING CO.
Industrial Engineers and Architects

Woolworth Building, NEW YORK CITY

THE ARNOLD COMPANY

Engineers — Constructors

Electrical — Civil — Mechanical

los South La Salle Street, CHICAGO

ELECTRICAL TESTING LABORATORIES, Inc.
Electrical and Mechanical Laboratories

Tests of Electrical Machinery, Apparatus and Supplies.
Materials of Construction, Coal, Paper, etc. Inspection
of Material and Apparatus at Manufactories.

8oth Street and East End Avenue, NEW YORK CITY

ELLIOTT H. WHITLOCK, Member A. S. M. E.

Consulting Engineer Carbon Expert

Efficiency Management

1506 W. Ii2th Street, CLEVELAND, O.

CHAS. T. MAIN, Member A. S. M. E.
Mill Engineer and Architect

201 Devonshire Street, BOSTON, MASS.

CHAS. H. MANNING, Member A. S. M. E.
CHAS. B. MANNING,
Consulting Engineers

886 Elm Street, MANCHESTER, N. H

BERT. L. BALDWIN & CO.
B. L. Baldwin, G. W. Simpkinson, Members A.S.M.E.

Plans. Specifications and Superintendence of Manufac-
turing BuiUlings, Plants and Equipments of same.
Porin Building, CINCINX.\TI, OHIO

ENGINEERING SCHOOLS AND COLLEGES

NEW YORK UNIVERSITY SCHOOL OF APPLIED
SCIENCE

Department of Civil, Mechanical and Chemical En-
gineering.

For announcements or information, address
CHARLES HENRY SNOW, Dean, University Heights,
N. Y. Citv

POLYTECHNIC INSTITUTE OF BROOKLYN

Course in Mechanical Engineering. Evening Post-
Graduate Courses. Fred. W. Atkinson, Ph. D.. President:
W. D. Ennis, Member A. S. M. E., Professor Mechanical
Engineering

THE RENSSELAER POLYTECHNIC INSTITUTE

Courses in Civil. Mechanical, Electrical and Chemical
Engineering and General Science leading to the degrees,
C. E., M. E., Ch. E. and B. S. Also special courses.

Unsurpassed laboratories.

Catalogue sent upon application, TROY, N. Y.

The rate for insertion of announcements of Engineering
Schools ard Colleges is S3. 00 per month, without regard
to number of insertions. Orders are accepted on a "till
forbid" basis, subject to cancellation at any time by
giving thirty days' notice.
" ■ ■■liiBiiiiiiiiiiiiiiiiiianiiiiiami iiiiiiiiiBiiiiiiiiiiiiiiiiiiiiiBH •■■■Iliiiiiiiiiuii.,- , liiiiiiiiiiiiBaiiiBiiiiiii

■nil 1 1 n n 1 1 I II I II

■ i II III mil

CRANE FOR SALE

I II I II ■■ iin niinr

Manufactured by the Northern Engineering Works of Detroit, about nine years ago. Capacity 35 tons, auxiliary hoist 5
tons. Four motor drive, main hoist motor 35 H.P., Auxiliary hoist motor 10 H.P., bridge travel motor 22 H.P., side travel
motor 6J/2 H.P., Span 33 ft. 2", Lift 29 ft. 6", Speed of main hoist 10 ft. per minute, speed of au.xiliary hoist 20 ft. per minute,
bridge travel 200 ft. per minute, trolley travel 100 ft. per minute. All motors General Electric make, 220 volts, three phase,
60 cycle. Crane is complete with a slate base switchboard and the entire crane is in strictly first class operating condition.
Length of Span, etc., could be altered by maker at Detroit before shipment. Can make immediate shipment.

THE EDISON ILLUMINATING COMPANY

■ ill lllll III II I

DETROIT, MICHIGAN

■■■■■■■■(■■H^^^^^^ II I I I

!i»! iiiiiitintiiJiajiiiiEivini

■iiiiiiaiiiaiiiiiiiiii

h\c;hv>/ Pa\\?>HFr> v s^H/XFTmct

ALSlAi-

iiHiiiiiaiiiL Jill

Only Makers of "CUMBERLAND GROUND" Shafting

Large Stocks Quick Shipments

mil I iiiiillliniiililDlllDiiriilllllllulELll III II I IN ;iiii[!(iiii::iiiiiiLii:»iiyiii!iiii!ii:»;:iik:i:iiiiiiiii:iili[llllllil!in^^^ \'':iris:!iiiiii<j]iiiiiiii]|iii{iiiiiiiiiil)iHllilliM^^^^^

48

Duxbak in the Orient

Yes, Duxbak is used in India — and in Java, Borneo, the Straits
Settlements and in South Africa and South America, too — }ou
might say Duxbak is the universal Belting, for foreign buyers
were quick to see the advantages of this flexible yet thoroughly
water-proof belting, and we long ago established a big business
in overseas trade.

Hut back to the Orient — 3o you
know that in the Far East belting
conditions are the severest in the
world. The weather is one se-
quence of terrific heat and exces-
sive dampness. Ordinary belts
can't pull a load long without going
to pieces, but Duxbak lives out its
natural life without pulling apart,
water logging or warping.
And Duxbak has another advan-
tage — you can put it on any drive

in your plant, wet or dry, big or
little, and you'll get a better
return for your money than you'll
get with any other type of dri\-e.

Possibly our expert belt man can
help you solve some belting drive
that is giving you trouble. There
are a number of special drives and
applications used abroad that might
cut quite a bit from your trans-
mission costs. Will explain gladh'
if vou will write us.

TANNERS, BELT MANUFACTURERS

25 Ferry Street, New York

Chicago - 128 W. Kilizie Street Philadelphia 226 North 3d Street Denver

Boston 641-643 -Ulantic .-Avenue Pittsburgh - 205 Wood Street Seattle

Oak Leather Tanneries, Bristol, Tenn.

1752 Arapahoe Street
620 Fourth .Avenue

ALPHABETICAL LIST OF ADVERTISERS

Page

Alliance Machine Co 26, 39

Almy Water Tube Boiler Co 31

Aluminum Co. of America 46

American Balance Valve Co 29, 31

American Engineering Co 7, 33

American Steam Gauge & Valve Mfg.

Co 33

Arnold Co 47

: Ashton Valve Co 30, 33

Auburn Ball Bearing Co 28, 37

;. Babcock & Wilcox Co 30, 31

^Baldwin & Co., Bert L .' . . . 47

Ball Engine Co 31

Best, W.N 33

. Box & Co., Alfred 29, 39

.-Bristol Co 1,33

, -Brown Co., A. & F 28, 37

Brown Engine Co 25, 32

Brown Hoisting Mchy Co 39

Brown Instrument Co 25, 33

Builders Iron Foundry 17, 34

CaldweU & Son Co., H. W 39

Chapman Valve Mfg. Co 34

Clyde Iron Works 27, 39

Cowdrey Machine Works, C. H 12, 39

Crescent Mfg. Co 34

Cumberland Steel Co 47

^ Davidson Co., M. T 45

* Davis Regulator Co., G. M 11, 34

De Laval Steam Turbine Co 14, 31

De La Vergne Machine Co 32

Devine Co., J. P 4, 44

Dodge Manufacturing Co 37

Doehler Die Casting Co 23, 46

Eastern Machinery Co 39

Edison Illuminating Co 47

Edge Moor Iron Co 31

Electric Water Sterilizer Co 46

Electrical Testing Laboratories 47

Engineering Schools & Colleges 47

Erie City Iron Works 31

Fafnir Bearing Cp 37

Fairmont Mining Machinery Co 46

Falls Clutch & Mchy Co 26, 38

Fellows Gear Shaper Co 23, 42

Fortuna Machine Co 25, 42

Franklin Mfg. Co., H. H 23, 46

Fulton Iron Works 19, 32

Garvin Machine Co 42

Page

General Condenser Co 17, 34

General Electric Co 10, 43

Goodrich Co., B. F 20, 39

Goulds Mfg. Co 45

Green Engineering Co 3(), 34

Gr^en Fuel Economizer Co 6, 34

Harrisburg Foundry & Machine Works 31

Earrison Safety Boiler Works 11, 34

Heald Machine Co 42

Heine Safety Boiler Co 8, 81

Hill Clutch Co 38

Holyoke Machine Co 45

Homestead Valve Mfg. Co 34

Hooper-Falkenau Engineering Co 47

Hooven, Owens, Rentschler Co 19

Hugh.son Steam Specialty Co.. . i 34

Hunt Co., Inc., C. W 26, 39

IngeisoU-Rand Co 9, 35, 41, 42, 44

James Mfg. Co., D. 28, 38

Jeffrey Mfg. Co 27, 39

Jenkins Bros 13, 35

Jolly, J. & W., Inc 46

Jones & Lamson Machine Co 2, 3, 42

Keasbey Co., Robt. A 35

Keeler Co., E 30, 32

ffing Machine Tool Co 42

r
Lagonda Mfg. Co 13, 35

Lammert & Mann 45

Le Blond Machine Tool Co., R. K.. . 43

Lidgerwood Mfg. Co 40

Link-Belt Co 40

Ludlow Valve Mfg. Co . 35

Lunkenheimer Co 20, 35

Mackintosh, Hemphill & Co 41

Main, Chas. T 47

Manning, Chas. H. and Chas. B 47

Manning, Maxwell & Moore, Inc. .21, 43

Mathews Gravity Carrier Co 21, 40

Mesta Machine Co 41

Morehead Mfg. Co 35

Morgan Engineering Co 40

Morris Co., LP 18, 46

Morris Machine Works 28, 46

Mumford Molding Mch. Co 41

Murphy Iron Works 16, 35

National Meter Co 18, 32

National Pipe Bending Co 24, 35

Nelson Valve Co 36

Page

New Process Gear Corp 23, 38

New York University School of Ap-
plied Science 47

Nordberg Manufacturing Co 12, 32

Orton & Steinbrenner Co 27, 40

Pickering Governor Co. 36

Polytechnic Institute of Brooklyn 47

Power Specialty Co 36

Pratt Sc Cady Co 36

Professional Cards 47

Providence Engineering Works .... 24, 32

Rail Joint Co 29, 36

Rensselaer Polytechnic Institute 47

Robins Conveying Belt Co 40

Rockwood Mfg. Co 38

Roebling's Sons Co., John A 22, 40

Roots Co., P. H. & F. M 44

Royersford Foundrj- & Machine Co. . . 15
Ruggles-Coles Engineering Co.. 44

Scaife & Sons Co., Wm. B. 36

Schieren Co.; Chas. A 38, 48

Schutte & Koerting Co 14, 36

Shaw Electric Crane Co 40

Simonds & Co., G. L 16, 36

Sims Co 36

Smith Co., H. B 46

Smith Gas Power Co 33

Sprague Electric Works 26, 43

Sturtevant Co., B. F ; . 44

Tagliabue Mfg. Co., C. J 25, 36

Texas Co.. 24, 36

Toledo Bridge & Crane Co 40

Union Drawn Steel Co 46

Veeder Mfg. Co .27, 46

Vilter Manufacturing Co 32

Wagner Electric Mfg. Co 43

Walworth Mfg. Co 37

Warner & Swasey Co 1, 43

Webster Mfg. Co 40

Weimer Mch. Works Co 41

Wells Bros. Co 43

Weston Elec. Instrument Co 22, 44

Wheeler Condenser & Engrg. Co. . . 15, 37

WTieeler Mfg. Co., C. H 24, 37

Whitlock, Elliott H 47

Williams & Sons, LB 38

Wood & Co., R. D 29, 45

Wood's Sons Co., T. B 38

Yamall-Waring Co 5, 37

BaamDm3R3

i

The Journal

OF

THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS

29 West 39th Street, New York

iiiiiiliWi"W""niiw ■ 1 1 iiiiiiMiffminarTrr ^'''''°"»»"-'M.iia«to

guiiiiiiiiiwiuiiiiiUHiiiiniiininuuHuiHiiiiitiiitnuuiNiiiiiiiiiiiiiiHiiiiiiuiiiiiiiiiiiiiiiiiHiiiiim

^/fif?

'ARv

-"o///f

The Journal of

TheAmericmSociety

OF

MechanicalEngineers

Including the Transactions of the Society

1

I

I

S
as

a

September- 1914 I

iiniiniuiiniifliiiiiiiiiiiiiiiiis

APPLICATIONS MUST BE FILED BY
SEPTEMBER 23

THE SOCIETY is about to enter upon the season of its
greatest activity and a program which should prove of
unusual interest and value has been planned for the year
1914-1915.

Applications should be filed not later than September 23
by those who are desirous of participatmg in the privileges
which the Society offers, for the following reasons:

To participate in the proceedings of the Annual
Meeting which will be held December 1-4.

To be included in the List of Members appear-
ing in the 1915 Year Book.

To secure the published proceedings and Trans-
actions of the meetings held during 1914-1915.

To participate in the frequent meetings held in
fifteen cities, thereby enlarging one's Profes-
sional knowledge, acquaintanceship with the
leading members of the profession, etc., etc.
Application forms and information regarding member-
ship may be obtained from the Secretary or from any oi the
undersigned.

COMMITTEE ON INCREASiE OF MEMBERSHIP

H. v. O. CoEs

F. H. COLVIN

J. V. v. COLVTELL

I. E. MouLTROpi^ Chairmfm
E. M. Dixon
W. R. Drnm
J. P. Ilsley

Chairmen of Svh-CtnnmiUees

E. B. Katte
R. B. Sheetoak
H. Stbtjckmann

Atlanta, Pakk A. Dalus
Boston, A. L. Wdluston
Buffalo, W. H. Carrier
Chicago, P. A. PoppENHtrsEN
Cindmiaii, J. T. Faig
Cleveland, R. B. Sheridan
Detroit, H. W. Axden
Los Angeles, O. J. Root

New Korfc, J. A. Kinkead
Philadelphia, T. C. McBride
Rochester, J- C. Parker
St. Louis, John Hunter
St. Paul, Max Toltz
San Francisco, Thos, Mokrin
SeaUk, R. M. Dter
Troy, A. E. CLtrETT

Total Membership of the Society, August BO, 1914
New Members since January 1, 1914

.5891
.003

THE JOURNAL OF

THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS

(Including- Transactions)
V«l"°^e 36 SEPTEMBER 1914 Number 9

CONTENTS

Society Affairs

The Annual Meeting (IIIj. The Public Hearing of the Boiler Specifications Committee (IV). Meetings in
Buffalo (V). Amendment to the Constitution (V). Applications for Membership (V).

PAGE

PAGE

Transactions Section Review Section

Power Development at the High Dam between Foreign Review and Review of the Proceedings
Mmneapohs and St. Paul, Adolph F. Meyer. 305 of Engineering Societies 0173

Industrial Service Work in Engineering Schools,
Joseph W. Roe 31(3

Society and Library Affairs

Gear Testing Machine, Wilfred Lewis 323 Personals ; Lj

A Flow Metering Apparatus, A. M. Levin 326 Employment Bulletin LI

Railroad Track Scale, W. Wallace Boyd 329 Accessions to the Library LIII

^^'^'o^ogy 336 Officers and Committees LIV

PUBLISHED MONTHLY BY

The American Society of Mechanical Engineers

29 West Thirty-ninth Street, New York

Price 35 Cents a Copt. $3.00 a Year; to Member,, and Affiliates, 25 Cents a Copt, $2.00 a Year. Postage to
Canada, 50 Cents Additional; to Foreign Countries. $1.00 Additional

C 55. The Society as a body is not respoasible for tlie statements of facts or opinions advanced in papers or discussions.
Entered as ,eeond-elaas mailer. January 4. 1912. at the Poatoffiee. .Vew York, .\. Y.. uader the act of .March 3. 1S7

COMING MEETINGS OF THE SOCIETY

September 8, San Francisco, Cal. Subject: Hydroelectric Power
Development in Conjunction with that of Domestic Water Supply.
September, St. Paul, Minn. Subject: Power Development on
Mississippi River between St. Paul and Minneapolis. (Date of
meeting will be furnished upon application to Secy.- E. J. Hemen,
708 Commerce Bldg., St. Paul).

October 8, Philadelphia Pa. Joint meeting with the Frankhn
Institute. Paper on Cast Iron, by J. F. Johnson.

October 22, Bnffalo, N. Y. Address by Charles Whiting Baker
on a question of PubUc Service.

November 18, New Haven, Conn. Fall meeting with after-
noon and evening sessions, Mason Laboratory of Mechamcal En-
gineering, Sheffield Scientific School, Yale University. Subject:
The Generation and Apphcation of Electricity in Manufacturmg.

Annual Meeting, December 1-4, New York City. There will be
a session on Engineering Metals, particularly Steels of Construction
and for Tools; Cast Irons; and Alloys of Copper, Tin and Aluminum
etc • and the entire day on Thursday, December 3, will be devoted
to the general subject of the Engineering in connection with the
Administration of a City; the session will be opened by the Mayor
of the City of New York. The sub-committees on Railroads, Ma-
chine Shop Practice, and Textiles are arranging for sessions and
there will undoubtedly be groups of papers given under the direc-
tion of other committees, besides one session at which several im-
portant miscellaneous papers will be read.

THE JOURNAL OF

THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS

Volume 36

(Including Transactions)

September 1914

Number 9

THE ANNUAL MEETING

DECEMBER 1.4, igi^

Because of the many new developments in the field
of Engineering Metals and their application to meth-
ods of manufacture, it has been decided to devote a
session of the Annual Meeting of the Society, to be held
in New York, December 1-4, to this important subject.
Steels of construction and for tools, cast irons, and al-
loys of copper, tin and aluminum, etc., will be among
the phases to be touched upon. The intention of the
Committee in planning this session is to bring out and
to make a matter of common knowledge the advances
in this field up to the present time. The Sub-Commit-
tee on Iron and Steel will liave charge of the session
and it is the expectation that four papers will be pre-
sented.

In line with the widespread movement among engi-
neers the world over to devote their knowledge to the
solution of public problems, the Committee on Public
Relations, having charge of the Society's activities in
this direction, will provide an all-day meeting on
Thursday, December 3, on the subject of Public Serv-
ice. Papers on municipal engineering and related mat-
ters will be presented. The session will be opened by
John Purroy Mitchel, Mayor of the City of New York,
and the following papers will be given during the day :

Snow Removal, a Report of the Committee on Reso-
lutions of the Snow Removal Conference held in Phil-
adelphia, April 16-17, 1914.

Utilization op Municipal Wastes, by Irwin S. Os-
borne, designer and operator of the Columbus, 0., Gar-
bage Disposal Plant, and consulting engineer of the
cities of Philadelphia, New York, Washington, D. C,
and Toronto, Canada.

The Training of Municipal Employees, by H. M.
Waite, City Manager, Dayton, 0.

The Cleaning op Public Buildings, by Wm. H.
BaU, Chief, Bureau of City Property, Philadelphia.

The Future op the Police Arm. by Henry Bruere.

Ill

City Chamberlain, New York City, and Director of the
National Bureau of Mimicipal Research.

(JONTROLLING FACTORS IN MUNICIPAL ENGINEERING,

by Morris L. Cooke, Director, Dept. of Public Works,'
Philadelphia.

A Study op Cleaning Filter Sands, by Sanford E.
Thompson, Consulting Engineer, Newton Highlands,
Mass.

Municipal Colleges in Germany, by Clyde L. King,
Instructor in Political Science, University of Pennsyl-
vania, Philadelphia.

The Design and Operation op the Cleveland Mu-
nicipal Electric Light Plant, Frederick W. BaUard,
Commissioner of Lighting, Dept. of Public Utilities,'
Cleveland, Ohio.

In addition, the Committee wiU be glad to receive
sliort memoranda, covering not more than two pages,
outlining any recent changes in the conduct of differ-
ent kinds of municipal work which tend to put it upon
an engineering basis, and which may have come under
tile observation of our members.

The sub-committees of the Committee on Meetings
will again contribute sessions on their special subjects
to the meeting. Three papers wiU probably be pre-
sented at a session on Machine Shop Practice, a report
on The Steam Locomotive of Today is to be given by
the sub-committee on Railroads, and there will be a
Textile Session, with two or three papers. Besides
these and others yet to be arranged for, there wiU be
one or two miscellaneous sessions, depending upon the
amount of time available. Among the papers already
selected is one upon the Operation of Grinding Wheels
in Machine Grinding, by George I. Alden, and another
on a Rate Flow Meter, by Prof. H. C. Hayes.

Plans are already under way, in charge of the New
York Local Committee, for the social features of the
meeting, which always constitute so important a part
of the conventions of the Society.

IV

SOCIETY AFFAIRS

THE PUBLIC HEARING 01' THE IJOH.ER
SPECIFICATIONS COMMITTEE

September 15, 1914, in the Rooms of the Society

The work of the Boiler Specifications Committee
marks one of the most important undertakings of The
American Society of Mechanical Engineers.

Dui-ing the past few yeai's the introduction of boiler
inspection laws in various states and cities has aroused
the necessity for the establishment of uniform require-
ments and the efforts of the Committee in this direction
have been generally favored and supported. It has
been found that the most important interests are in
favor of the best material and construction known, and
the letters that liave been received particularly from
those abroad quite generally indorse the position that
has been taken by the Committee.

Tile basic idea of the Committee 's work is the f oitqu-
lation of a standard of the highest requirements, there-
by reducing the great loss of life and property in the
United States from boiler explosions and derangements,
which are for the most part preventable. It is the in-
tention also to create a standard which, it is hoped, will
ultimately be adopted by the Federal Government and
state governments not now having boiler regulations.
and, through unifoi-m legislation, to produce such a
condition of affairs that a boiler built for any one state
w-ill be acceptable in any other.

Where state legislation has been enacted, it is hoped
that it will be modified to conform to the Society's
model.

As announced in the August number of The Journal,
the preliminary work of the Committee to Formulate
Standard Specifications for the Construction of Steam
Boilers and Other Pressure Vessels and for the Care
of Same in Service, which w'as completed last February
and placed in the form of a tentative report of limited
edition for critical study and improvement, is now to
be submitted to public hearing for further suggestions
and improvement. The tentative draft was issued in
an edition of 1500 for a preliminary study and was sub-
mitted to recognized authorities throughout the civil-
ized world, including non-members of the Society as
well as members; it was sent to boiler manufacturers,
prominent steel manufacturers, insurance companies,
boiler users, consulting engineers, operating engineers,
and ail who ai'c known to have special knowledge of
the boiler business. With each copy was sent a request
that tlie recipient iliould take out whatever was con-
sidered inadvisable and add whatever would further
safeguard human life and property.

At the St. Paul-Minneapolis meeting much interest
was shown in the work of the Committee. This was
not considered as a report, but a topical discussion of
some of the more important phases of steam boiler legis-
lation was held and many of the points in boiler prac-
tice on whieli there was a difference of opinion were
considered. There had been a conference at Chicago on

JMonday, June 15, among representatives of the Com-
mittee, the Association of Steel Manufacturers, and the
National Tiibular Boilei' Manufacturers Association, at
which the discussion was devoted largely to the steel
specifications desired. This discussion was continued
at the opening session of the Spring Meeting on
Wednesday morning, June 17, and was transferred
later to a .separate meeting room w^here it was continued
the greater part of the day. The Committee has sought
in every way to secure the fullest expression of opin-
ion. The necessity for a carefid study of the more im-
portant factors involved was emphasized hy the Com-
mittee, and the result of the discussion was a resohi-
tion calling for a public hearing in New York in Sep-
tember, as follows :

Krxotved, that on September 15, 1914, the Committee hold
ill the rooms of The American Soeietv of Mechanical Engi-
neers, 29 West 39th Street, New York, N. Y., a hearing of
all interests concerned on the preliminai-y report of the Com-
mittee appointed to Formulate Standard Specifications for
the Construction of Steam Boilers and Other Pressure Ves-
sels and for the Care of Same in Sei'vice, and that those de-
siring to partieijiate in the discussion present their criticisms.
and suggestions in writing prior to August 15th.

Resolved, that in addition to invitations, notification by
pubhcation in the technical press be given to the hearing.

Carrying out the policy of the Committee and the
Society in all of its determinations, invitations have
been sent out to the following associations and engi-
neering organizations known to be interested in the
matter of standard boiler specifications :

A MERiCAN Boiler Manufacturees Association
American Institute of Steam Boiler Inspectors
American Railway Master Mechanics Association
American Society of Heating and Ventilating Engi-.

NEERS

American Society of Testing Materials
Association of American Steel Manufacturers
City of Chicago, Department of Boiler Inspection
City of Detroit, Office of Chief Boiler Inspector
City of New York, Department of Boiler Inspection
City of Philadelphia, Department of Boiler Inspecton
Committee on Relation of Railway Operation to Legis--

lation
Indiana State Bureau of Boiler Inspection
Industrial Commission of AVisconsin
Lntekstate Commerce Commission
Marine Engineers Beneficial Association
Massachusetts Board of Boiler Rules
Massachusetts Public Service Commission
Monta.na State Bo.\rd op Boiler Inspection
National Association of Boiler Manufacturers
National Association of Cotton Manufacturers
N.iTiONAL Association of St.\tionary Engineers
N.vtional Association of Thresher Manufacturers
National Bureau of Standards
National Council for Industrial Safety
N.\TiONAL Tubular Boiler.makers Association
New York State Commission on Uniform State Laws
Ohio State Board of Boilepl Rules
Public Service Commission, 2d District, New York State
State of Illinois
State of Maryland
State op New York
State of North Carolina
State or Pennsylvania, Depakt.ment of Labor a.\d In--

DUSTRT

State of Virginia

SOCIETY AFFAIRS

V. S. BoAKi) of' Supervising Inspectors of Steam Vessels
U. S. Bureau or Steam Engineering
U. S. Departaient of Commerce

Any one reading this notice and observing any omis-
sions will confer a favor both bj^ notifying the organi-
zation of the hearing and the Society, so that an offi-
cial invitation may be sent. Most of the organizations
named have accepted the invitation.

These organizations were invited to be pre.sent or to
have representation at the hearing which will be held
in the rooms of the Society in New York, at 10 a.m.,
Tuesday, September 15: and all who had not already
done so were asked wherever possible to prepare and
send a statement in writing previous to the hearing, to
assist in the deliberations. A limited number of copies
of the draft report are still available and may be se-
cured on application.

The foundation of these rules is the Boiler Law of
Massachusetts, which has been enforced for some time
and which has recently been adopted by the State of
Ohio, the City of Detroit, and the City of* Manila in
the Philippine Islands. Several of the other states are
now considering the adoption of standard rules regu-
lating boilers and other pressure vessels. In the six
years that the Massachusetts Rules have been in force.
over 8300 boilers have been constructed to that stand-
ard and boiler explosions and derangements have been
reduced to a minimum.

Much credit is due to the Committee for its tireless
efforts in preparing the tentative report and in collating
the enormous amount of data embodied in the volum-
inous recommendations on wliieh the tentative draft
was based. The work has involved much self-sacrifice
on the part of the members, particularly Mr. John A.
Stevens, Chairman, whose extensive experience as a
member of the Board of Boiler Rules of the State of
Massachusetts, in developing and inaugurating the
Massachusetts Standard, has been turned to advantage
in the work here undertaken. The other members of
the Committee to whom much credit is also given are
W. H. Boehni, R. C. Carpenter, Richard Hammond, C.
L. Huston, E. D. Meier and E. F. Miller. This work,
whieli is borne exclusively by the Committee members
and by The American Society of Mechanical Engineers
is for the benefit of the people through the protection
of life and property and of the boiler industiy at large.
It is national in character and its effect will be felt not
only by the manufacturing interests in easier condi-
tions for selling, but also will be of similar benefit to
the users as it will enable thera to secure boilers more
promptly and at less cost for a safe boiler.

The Society is rendering a peculiar sei-vice in its sev-
eral activities and is endeavoring to reach the needs of
its members both collectively and individually, and the
work of such a committee as the Boiler Specifications
Committee should have the cooperation and interest of
the profession at large.

MEETINGS IN BUFFALO

Among the most successful of the recent organiza-
tions of engineers in local centers has been that in Buf-
falo, and from plans already made for the coming sea-
son there is every promise of a decidedly interesting
series of meetings in store for the members.

As now planned, there are to be fourteen meetings,
commencing October 22 and ending May G. The pro-
gram is not entirely completed, but so far tentative ar-
rangements have been made for eleven of these meet-
ings. These will include addresses as follows : by
Charles Whiting Baker on a Public Service subject ;
Industrial Ventilating Equipment, by J. Irvine Lyle ;
Use of Cast Iron in Reinforced Concrete, by A. G. Hill-
berg; Heating and Ventilating of Street Cars or Air
Conditioning with respect to Humidity Control and
Removal of Dust in Industrial Plants, by Prof. R. C.
Carpenter; Interesting Features of Construction in-
volved in the Design of the Conners Creek Plant of the
Edison Illuminating Companj', by C. F. Hirschfeld;
Recent Developments in Steam Turbine Engineering,
by Prof. J. A. Moyer; Recent Progress in Bridge De-
sign and Construction, by Prof. Henry R. Jacoby; Ma-
chine Design and Construction, by Prof. Dexter S.
Kimball, etc.

AMENDMENT TO THE CONSTITUTION

The following amendment to the Constitution is to

be presented at the Annual Meeting, December 1914:

C 45 The Standing Committees of the Society to be ap-
pointed by the President shall be :

Finance Committee

Committee on Meetings

Publication Committee

Membership Committee

Library Committee

House Committee

Research Committee

Public Relations Committee

Committee on Constitution and By-Laws

Committee on Standardization

The Committee on Standardization whicli it is thus
proposed to add to the Standing Committees of the
Society will act as a clearing house for all questions,
of standardization which come before the Society.

APPLICATIONS FOR MEMBERSHIP

Members are requested to scrutinize with the utmost
care the following list of candidates wlio have filed ap-
plications for membership in the Society. These are
sub-divided according to the grades for which their
age would qualify them and not with regard to pro-
fessional qualifications, i. e.. the age of those under the
first heading would place them under either Member.
Associate or Associate-Member, those in the next class
under Associate-Member or Jimior, while those in the
third class are qualified for Junior grade only. The
Membership Committee, and in turn the Council, urge
the members to assume tbeir share of the respcaisibility

VI

SOCIETY AFFAIRS

of receiving these candidates into the Membership by
advising tlie Seci-etary promptly of anyone whose eli-
gibility for membership is in any way questioned. Mem-
bers will be furnished with complete records of any
candidate thus questioned. All correspondence in re-
gard to such matters is strictly confidential and is solelj-
for tlie good of the Society, which it is the duty of every
member to promote. These candidates will be balloted
upon by the Couueil uuless objection is received before
October 10, 19U.

NEW APPLICATIONS

FOR CONSIDERATION AS MEMBER, ASSOCIATE OR ASSOCIATE-MEM-
BER

Baenum, Theodore P., Secy., Barnum Brothers Co., Trov,
N. Y.

Beener, Franklin, Diaftsman in Charge, Bethlehem Steel
Co., South Bethlehem, Pa.

Benda, Harry R., Mech. Engr., D. Auerbaeh & Sons, New
Y'ork.

Birch, G. Birger, Secretary, Cameron Machine Co., Brook-
lyn, N. Y.

Caughell, Jewel N., Ch. Engr., Dodge Bros., Detroit, Mich.

Corbett, Ellsworth A., Engr., Power House Equipment,
American Mechanic Bldg., Trenton, N. J.

Daniel, Allan P., Ch. Designing Mech. Engr., Bituminized
Road Co., Kansas City, Mo.

Deinert, Edmund F., Ch. Eugr. of Pumping Plants, Ha-
waiian Commercial & Sugar Co., Puuuene, Maui, T. H.

Gibbons, James O. G., Asst. in Engrg. Dept., The New York
Edison Co., New York.

Jones, Irley E., Secy. & Genl. Mgr., The Brownell Co.,
Daj'ton, Ohio.

Kerr, Robert C, Draftsman and Designer, Sargent & Lundy,
Chicago, 111.

Knoeppel, Charles E., Cons. Engr., 15 Dean St., Worcester,
Mass.

Landgraf, Frederick K., Genl. Supt., Flanuery Bolt Co.,
Pittsburgh, Pa.

Leverton, Ernest R., Contractor & Mgr. of Elevator Co.,
Calgary, Canada.

McKibbin, Frederick W. J., President, Tompkins Bros.
Co., Troy, N. Y.

MacMartin, James MacGregor, Ch. Engr., The Delaware
& Hudson Co., Albany, N. Y.

Morlan, Wilbert, Engr., Pumping Station, Queens County
Water Co., Far Rockaway, N. Y.

Morrison, William S., Ch. Mech. Draftsman, N. Y. Edison
Co., New York.

Moulton, Seth Augustine, Partner, Sawyer & Moultou,
Cons. Engrs., Portland, Me.

Nakai, Kumataro, Engr., Ashio Copper Mines, The Furu-
kawa & Co., Ashio, Shimotsuke, Japan.

Parke, Peter, CIl Engr., The Pullman Co., Chicago, 111.

Patrick, I., Ch. Engr., Consolidated Press & Tool Co.,
Hastings, Mich.

Renwick, Edward B., Real Estate & Corp(n-atioii Manage-
ment, Pirsson & Renwick, New York.

ROYER, Thomas J., Asst. Supt., Generation & Transmission,
Pacific Lt. & Pwr. Corp., Los Angeles, Cal.

Schmidt, Arthur A., Mech. Engr., Western Precipitation
Co., Los Angeles, Cal.

TiETZE, William, Ch. Engr. of Power Plants, Pierce Phos-
phate Co., Pierce, Fla.

Turner, Frank C, Representative, Southern Wheel Co., Bir-
mingham, Ala.

Tyson, Robert E., Pres., Tyson Bros., Inc., Carteret, N. J.
\Volfe, Henry G., A^sst. Leading Mech. Draftsman, N. Y.

Edison Co., New Y'ork.
Wood, Dexnistowx, Asst. Mech. Engr. & Engr. of Tests,

Southern Pacific Co., San Francisco, Cal.

FOR consideration AS ASSOCLATE-MEMBER OR JUNIOR

Baruch, Milton, Mech. Engr., Llewellyn Iron Wks., Los

Angeles, Cal.
Bass, Willard J., Erecting Engr., Armour & Co., Chicago,

lU.
Blakeslee, Dorat W., Designer, Engrg. Dept., Mathews

Gravity Canier Co., Ellwood City, Pa.
Buck, Tueney E., Tool Designer, Sangamo Electric Co.,

Springfield, 111.
Collins, Richard C, Mech. Engr., United Shoe Mchy. Co.,

Beverly, Mass.
Cragg. Walston S., Asst. Mech. Engr., Holliuger Gold

Mines, Ltd., Timmins, Ont., Canada.
Daniels, George C, Supt. Pwr. Plant, Central 111. Lt. Co.,

Peoria, lU.
DeLemos, Sidney P., Mech. Engr., Bureau of Public Bldgs.

& Offices, Borough of Manhattan, New York.

Fischer, Charles L., Motive Power Inspr., Pennsylvania
Lines West of Pittsburgh, Pittsburgh, Pa.

Parsons, Frederick A., Mch. Draftsman, Cincinnati Milling
Mch. Co., Cincinnati, Ohio.

Williams, Ira L., Avon, Minn.

WoRBOis, Homer L., Gas Engr., Bullock Tractor Co., Chi-
cago, 111.

for consideration as junior

A-Lden, John L., Representative, Oneida Steel Pullev Co.,

Oneida, N. Y.
Anderson, Robert E., Junior Mech. Engr., U. S. Corps of

Engre., Cincinnati, Ohio.
Baird, James T., Jr., 56 Ellsworth Ave., New Haven, Conn.
Forsyth, James M., Student Apprentice, Allis-Chalmers

Mfg. Co., Prairie Du Sac, Wis.
HosMER, Fred E., Asst. Mech. Engr. and Draftsman, Gulf

Pipe Line Co., Beaumont, Texas.
Maine, Harry H., 27 Bandman Ave., Jamaica, N. Y.
Mudge, Sterling W., Engr., Arbuckle Bros., Brooklyn, N. Y.
Potter, Mark H., Ch. Engr., Oxford Motor Cars & Foun-

drys, Ltd., Montreal, Canada.
Rahner, SLiSWELL L., ,S06 Grand Bldg., Atlanta, Ga.
Shaw, John E., with International Steam Pump Co., New

Orleans, La.
Shirley, John G., Student's Course, The Chapman Valve

Mfs'. Co., Indian Orchard, Mass.
Simmons, Harry M., 84 North Pearl St., Albany, N. Y.
Stowell, Howard E., Draftsman, The Carborundum Co.,

Niagara Falls, N. Y.

APPLICATIONS rOR CHANGE OF GRADING

promotion from associate

Croghan, John T., Supt. of Constr., Stone & Webster
Engrg. Corp., Boston, Mass.

promotion from junior

Webster, Lawrence B., Engr. on Valuations, American Gas
& Elec. Co., N. Y"., and Engr., Committee on Appraisals,
Ohio Elec. Lt. Association, Cleveland, Ohio.

Wilder, Sylvanus W., Supt., Dolphin Jute Mills, Pater-
son, N. J.

summary

New applications 55

Applications for change of grading

Promotion from Junior 2

Promotion from Associate 1

Total 58

POWER DEVELOPMENT AT THE HIGH DAM BETWEEN

MINNEAPOLIS AND ST. PAUL

BY ADOLPH F. MEYER.i ST. PAUL, MINX.

Non-Mcnibcr

The project for the improvement of the Mississippi
Kiver between Minneapolis and St. Paul had its incep-
tion in 1866. No definite action was taken, however,
until 1894, when plans were developed for two locks
and dams of about 13-ft. lift each, one at the site of
the present High Dam, and another about three miles
above the High Dam, near the Selby Avenue Bridge.

Work was commenced on the upper dam, known as
dam No. 2. After about $750,000 had been spent,- in
the days when diy concrete was the order of the daA'

a 1300-h.p. development would not warrant the carry-
ing out of the project.

This board predicted, however, that before many
years had elapsed it would be economically desirable
to build a high dam in the vicinity of the proposed Low
Dam No. 1, which is the site of the present High Dam,
wliere a head of probably 35 ft. might be secured, and
a total of 15,000 to 20,000 h.p. developed.

The matter of power development was temporarily
dropped until 1910 when a report was made by a sec-

LA K£ LAMBERT

^ - ^^

-AKTOADHAIS Indicates
PorHs and
Boulevards

Vui. 1 Map of Minneapolis anvi St. Paul showinx. Location of the High Dam

and Portland cement was a luxury that could be ad-
vantageously diluted with ground sand, the proposi-
tion of utilizing the fall in the Mississippi River in this
vicinity for power development received the attention
of a special board of U. S. Army engineers, in 1907.
This board reported that no power could be economic-
ally developed at the proposed 13-ft. dam No. 1, at the
site of the present High Dam ; that a small plant might
be installed at dam No. 2 ; but that the probable sa\'ing
estimated at $2000 per annum which would result from

' Consulting Engineer. lOiiO Germania Life Bldg.
Presented .at the Spring Meeting, at St. Paul-Minneapoli.s, 1914,
of The American Society of Mechanical Engineers.

ond board of U. S. Army engineers favorable to the
construction of the High Dam. The sentiment of the
board as well as of the community was in favor of co-
operation with the cities of Minneapolis and St. Paul
and both cities passed resolutions pledging themselves
to pay the additional cost of raising the projected nav-
igation dam to a height of approximately thirty feet
to permit the development of water power.

The Board of Engineers for Rivers and Harbors
concurred in the recommendations of the Special
Board and the Chief of Engineers recommended that
negotiations be entered into whereby the municipalities

.30.5

306

POWER DE\'ELOP.MEXT AT THE HIGH DAM, A. F. MEYER

of ^liiuieapolis and St. Paul would become the lessees
of any surplus power that might be created.

In the River and Harbor Act of 1910 Congress
adopted the modified project as recommended by the
Chief of Engineers, with the provision '' Tliat in the
making of leases for water power a reasonable com-
pensation shall be secured to the United States, and the
I'ates as fixed sliall be subject to revision by Congress. '"

At the following session of the Legislature of Minne-
sota a bill was passed permitting the fonnation of pub-
lic corporations for the purpose of developing water
power. Under this act there was immediately incor-
porated the Municipal Electric Company, composed of
the State University and the cities of Minneapolis and
St. Paul.

detailed analysis of available power which was made,
however, tlie records kept by the U. S. Engineer office
at St. Paul, during the eight years from 190-5 to 1912
inclusive, have been used.

The diagram in Fig. 9 sliows graphically the eleva-
tion of " tail water " and " head water " at the va-
rious rates of discharge. Tlie head water curve gives
elevations one foot below the maximum permissible
elevation as computed, to which the water above the
dam can be raised without producing backwater at the
lower power dam in Minneapolis. The pi'esent dam is
being constmcted with its crest at an elevation of 743.5
Cairo datum. The taU water cui-ve gives the mean
elevation of the water surface for various rates of dis-
charge, based on the readings of the government gage

Fig. 2 Site of D.vu No. 1, ICnow.n' as High Dam, Across the Mississippi, Between Minneapolis and St. P.\ul

In 1913 a bill was introduced in Congress by Hon.
F. C. Stevens, providing for a cooperative agreement
with the cities of ilinneapolis and St. Paul and the
State University, w'hereby, if it becomes a law, the Mu-
nicipal Electric Company may lease tlie available wa-
ter power upon the condition, among other things,
that this ('(jiniKniy pay not less than 3 per cent interest
on the amount wliicli the govei'nnient will have ex-
pended f'oi- the pui"pose of making the water power
available.

AVAILABLE POWKR

Tlie amount of watrr power wliieh will become avail-
able through the construction of the High Dam can
be ascertained with considerable accuracy, inasmuch as
good physical data are available.

Estimates of stream flow have been made by the St.
Anthony Falls Water Power Company and the Min-
neapolis Mill Company at their plants in Minneapolis,
covering a period of moi-e than 20 years. In the more

at the site of the dam during the past eight j'ears, tak-
ing into account the lowering of the tail water which
will result from dredging a 6-ft. channel below the
lock, the backwater from the ilinnesota River at flood
stages, and backwater from ice conditions in the winter.

The head cui-A-e gives the mean liead which would be
available on the assumption of three feet of flashboards
on the dam at low water, and a turbine installation
capable of using about 5000 cu. ft. per second. It will
be noticed that the liead varies from a maximum of
361/4 ft. at low water to a minimum of 22 ft. during ex-
treme flood conditions, such as might occur for a few
days perhaps once in ten years. The normal head may
be assumed as 31 ft. For perhaps twenty days a ye&r
on an average, or Siz-o per cent of the time, the avail-
able head w"ill be reduced dui-ing high water to less
tlian 29 ft.

Water Available. Table 1 gives tlie mean monthly
stream flow at the dam site for the years 1905 to 1912
inclusive. It will be noticed that the mean monthlv

POWER DEVELOPMENT AT THE HIGH DAM, A. F. MEYER

307

TABLE 1

MEAN .MONTHLY DISCHARGE
1905-1913

1905

1906

1907

1908

1909

1910

1911

1912

1913

c.f.s.

c.f.s.

c.f.s.

c.f.s.

C.f.3.

c.f.s.

.c.f.s.

cf.s.

c.f.s.

Jan

3174

6667

6220

2390

3350

4198

1764

1840

2600

Feb

2745

6280

6250

2750

3300

4011

1799

1750

2200

Mar

5241

7320

11600

4550

4300

9470

2338

2140

2880

Apr

9775

24653

25099

8185

11721

S640

3404

7080

5125

May

21013

20227

13673

13300

11910

6280

4688

16080

7850

June

23749

29090

1868 1

32079

11950

4330

4762

7240

6015

July

31762

16S25

8266

14364

6160

*3500

3719

5280

8950

Aug

15700

9185

7347

6992

8570

*3400

3400

5100

6255

Sept

12874

10965

7149

5100

6480

*3S00

3588

5020

5990

Oct

11067

11378

7674

5980

5420

3210

4351

4840

Nov

9743

11301

7745

5070

5350

2690

2712

3840

Dec

8163

6980

3310

3800

5120

2010

2355

2890

Mean

Annual. . .

12920

13390

10250

8710

6965

4630

3240

5260

* Modified on basis of Anoka discharge.

flow is below 2000 ou. ft. per seeoud for four luoutlis
in eight years. Tlie minimum mean monthly flow is
1750 cu. ft. per second. In computing the minimum
amount of power which would become available at the
dam, an extreme minimum flow of 800 cu. ft. per sec-
ond has been assumed. Such a flow, however, has in
the past occurred for only a portion of a day during

^

^msi

^

^^^^^^x

t

«,v

i
1

t*^^

■

m

(T^^

■

m

1

m

*

i

^^•.11

'^u^^^l

N

1

1

^K^*^

k

: ; T

'Mil

B

Fig. 3 Construction \"iew of Power House, July 1913

sudden periods of extremely cold weather. On such
occasions the normal flow of 1500 to 2000 cu. ft. per
second is usually re-established in two or three days.
A minimum winter flow has been assumed as follows :
800 cu. ft. per second for one day ; 1300 cu. ft. per sec-
ond for tliree da.ys ; 1500 cu. ft. per second for five
days; and 1750 cu. ft. per second for one month.

Effect of Pondage. Tlie area of the pool above the
dam at the 740 contour has been determined by plani-
meter measurements on recent government maps to be
22,500,000 sq. ft. Assuming the pool to be full to the
top of the flashboards at tlie approach of an extremely
cold spell, the water surface would be lowered 4.2 ft.
in order to augment the supply from 800 cu. ft. per
second for one day, and 1300 cu. ft. per second foi' two

additional days, to a mean of 1500 cu. ft. per second.
As the available head, in winter, would be at least 361/j
ft., the net head which would remain available after
drawing down the pool would still be 32.3 ft. Hy oper-
ating the steam pumps to provide the municipal water
supply for Minneapolis and St. Paul, or by di-awing
upon the supply stored in the reservoirs, or both, the
station load can be sufficiently reduced to enable the
]iool to fill again in two or three days.

Fig. 4 \'ie\v of High D.\m, .J.^nuary 1914

rower Avuilubh . Table 2 gives the number of days
per year during which certain amoimts of power in
blocks of 1000 kw. would have been available for each
year from 1905 to 1912 inclusive. A flow of 1750 cu.
ft. per second corresponds to about 4000 kw. at the
switchboard, assuming an overall efficiency of 75 per
cent ; 1500 cu. ft. per second under 32.3 ft. head cor-
responds to about 3100 kw. This is the maximum
iimount of power which could be counted on with posi-
tive certainty 24 hours of the day, and every day in
the year.

ECONOMICAL SIZE OF INSTALLATION

The desirability of utilizing, for power development,

TABLE 2 NU.MBER OF DAYS PER YEAR CERTAIN AMOUNTS OF
POWER WOULD HAVE BEEN AVAILABLE
1905-I9I2

Year

1000
kw.

2000
kw

3000 4000 .5000

kw.| kw. 1 kw.

6000
kw.

7000
kw.

8000
kw.

9000
kw.

10000 10500
kw. kw.

1905

365
365
365
366
365

365

365
365
366
365

365 365 365
365 365 ]365

365 362 349

366 366 j366
365 365 365
365 .363 |290

365 362 |307

366 363 329

365
365
332
363
365
262
244
273

365
365
322
349
357
215
202
256

365
365

288
303
340
133
142
241

353
365
262
270
305
113
90
228

326
342
261
227
266
104
45
203

297

1906

317

1907

1908

243

ISO

1909

105

1910

365 365

365 ,365

366 366

91

1911

25

1912

140

2922'2922 2922 2911 2736
365' 365 365l 3641 342

2569
322

88,2

43

2429

304

83.4

61

2175

272

74.5

93

2085

261

71.5

104

1873

234

64.3

131

1456

182

Per cent

Mean deficiency

100 100 100

99,8 93.7
1 23

50

183

i

308

POWER DEVELOPMENT AT THE HlCii DAM, A. F. MEYER

water whic-h is available for only a portion of the year,
is dependent mainly upon the relative cost of produc-
ing powei' Ijy steam plants and by water power plants.

If tile cost of operating a given steam power plant
a certain number of hours a day for the jiortion of the
year dui-ing which additional water is available is
greater than the fixed ciiarge would be on the addi-
tional water power installation, plus the cost of oj)er-
ating this additional installation for that portion of
the year, it would pay to dcveloji such power.

Tlie curves in Fig. 10 are based on the followijig as-
sumptions : The Federal Governiuent will liave invested

Vsi,. .") \iEw OF High Dam, March 191 1

about -+600,000 in a modification of tlie navigation pio-
ject, to provide for the utilization of water power, con-
sequently the fixed charges on this amount must be
borne by whichever size of installation is adopted. It
will at once be apparent that the larger the installation,
the less tlie fixed charge per horsepower will l)e. This,
of course, is true only within reasonable limits, as tlie
draft tubes have already been built, and hence the fric-
tion and other losses resulting from the diseliarge ot
larger quantities of water by a larger turbine installa-
tion will lowi-r the effieieiiey of the plant.

A detailed estimate of tlii' total cost of an installa-
tion necessary to develop about l.'5,200 h.]). is made
later in this paper. The government investment
amounts to $52. oO ]ier h.p. and the additional cost of
installation will ainoimt to about $41. "jO per h.p., or $60
j)er kw.

The estimated fixed ehai'ge for each additional kilo-
watt of cajjacity of water powi'f iiistall<itioii is iiiaile up
of the following items:

4'.2 per rent intorpst on .SGO.OO .12.70

.'>iiikiii(; fund 0.40

Depreciation (or renewal fund) 3.00

.\nnual fixed ciiarge $6. 10

The cost of operation for tlie additional water power
installation is <'stimated at .$:j per kw. per year. The

cost of operation for the steam plant is on the basis of
large modern units. Plants of 25,000 to 50,000-kw.
capacity, using large units and operating on a 50 per
cent load factor, can produce electrical energy at an
operating cost of aboii.t 0.45 cent per kw-hr. This is
equivalent to a total cost of about $28 per kw. per year
for 12-hour power.

It would appear from tiie curves in Fig. 10 that the
cost of furnishing 8-hour powei- by a large steam plant
would be the same as the cost of furnishing such power
liy a hydroelectric plant, using water available 58 per
eeiit of the time. The cost of 12-hour steam power
■.voiild just equal the cost of hydroelectric power pro-
duced from water availal)le .37 per cent of the time.
As the ordinary commercial light and power loads have
a load factor averaging between 35 and 50 per cent, it
would appear desirable to install a plant capable of
using all the water \vhich would, on an average, be
available for at least 40 per cent of the time, provided
the owner of the water power possessed a large steam
plant.

1 f the Municipal Electric Company undertook to

Fig. 6 Vikw of Forebay, February 191-i

ilc'Velo]) this ])ower. liowever. it would either have to
Sell, in the open market, any suiiilus power not re-
quired for public pui-poses, developed from water avail-
able for only a portion of the year, or else install a
steam auxiliary. If it sold the excess power in the open
market to consumers who wei'e developing their own
jiower by a large steam plant, it could not expect to
receive more than about 75 per cent of what this jiower
might be worth to said consumers.

On this basis, power developed from w-ater available
50 per cent of the time might just find a market with
consumers who were developing 12-liour steam power.
When available at all, such excess power coidd be fur-
nished at any time of the day, and for 24 hours if nec-
essary, but it would have to be either utilized or wasted,
as the water could not be stored. Ample notice, how-
ever, could be given consumers.

PO^VER DEVELOPMENT AT THE HIGH DAxM, A. F. MEYER

309

On the above assumptious, it would appear advisable
to install a plant of 10,500-kw. capacity, inasmuch as
this amount of power would be available for at least
50 per cent of the time, according to Table 2, smaller
amounts being available, of course, for longer periods.

In case the company installed a steam auxiliaiy plant
to suppl,y power on days when the necessary water was
not available, so that the power from the combined
source could be furnished any hour of the day and
eveiy daj' of tlie year, tlie fixed charge would have to
be paid on the combined installation, and the total cost
of furnishing such power would again depend upon tlie
per cent of time the water was available.

It is assumed that the steam auxiliaiy power plant
would have a capacity of about 5000 kw. and would
cost $90 per kw. The fixed charge is assumed as 9.8 i)er
cent, or $8.80 pel- kw. jier year, composed of the follow-
ing ittnns :

Interest 4.5 per cent

Sinking fund 0.5 per cent

Dppreoi;ition (or renewal fund) 4.8 per cent

Total fixed charge 9.8 per cent

The fixed charge on the additional water power in-
stallation is assumed as $6.10 per kw. per year, in ac-

FiG. 7 Construction View, February 1913, Showing T.\il

R.\CE

cordance with the detail estimate previously given.
Power from such a combined source would have to
compete with power produced by large steam plants, if
not utilized by the Municipal Electric Company itself.
It would appear from the curves. Fig. 11, that water
would need to be available 84 per cent of the time in
order to bring the cost of combined power down to
the cost of 8-hour steam power produced by large
plants. For water available 75 per cent of the time, the
cost of combined power would just equal the cost of 12-
hour steam power, and for water available 70 per cent
of the time, the cost would just equal 16-hour steam
power. The cost of 24-hour power developed by such a

combined plant tising water available less than 64 ])er
cent of the time, would be greater than the cost of 24-
hour power develoj^ed by a large steam plant.

Considering the cost of connecting up, by pole line
or conduit, to some large plant, and of the difference
between cost and market price of powei', it is probable
that the Jlunieipal Electric Company eouhl not pui-
chase even large blocks of peak power at less than 0.9
cents per kw-hr. for 12-lioui- power. On this basis it
would just pay to install turbines capable of developing
water power which would be available at least 50 j)er
cent of till- time, and to add a .jOOO-kw. .steam auxiliarv

Fic:. 8 Lock .\nd G.\te. April 1913

plant when the Municipal Electric Company's own di--
mands for power warranted such installation.

INSTALLATION PROPOSED

The great reduction in liead during high water
makes it necessary to install a plant of very much
greater turbine capacity than would be necessary under
more uniform head conditions. At times of high water
there is not only a reduction in the available head. Init
also a reduction in the amount of water which any
given turbine installation is capable of utilizing. As
tlie discharge from turbines varies witli tlie square root
of th(> head, any given turbine installation at the High
Dam operated at a certain gate opening will be able
to discharge only about eight-tentlis as much water
under flood conditions as under low water conditions.

On the basis of Holyoke test data, a preliminary
study was made of the probable performance of tur-
bines of the size which it will be necessary to install
in order to develop the contemplated powi-r. operating

310

PO\\'ER DEVELOPMENT AT lllE JllGll DAM, A. F. MEYER

uiickT tilt' fouditioiis wiiicli will obtain at the High
Dam, i.e., under a head vaiying from 36.5 ft. at low
water to 22 ft. at extreme flood stage. After this pre-
liminai-j- study had been made, it appeared desirable
tentatively to recommend the installation of four units
having a rated caj)aeity at full gate under low water
head of about 5000 h.p. per unit; either oue or two
runners to be used on each sliaft and the turbines to
be direct-connected to 3500-kva. generators. Even this
installation, however, would be capable of developing
only about 7000 kw. at extreme higli water. Very good
efficiencies would be secured vmder heads ranging from

O 740

10

u

UJ7JS

.

,^

__

_

_

_

—

■

"

^

^

a

Si

t^

-

-

y^

^

z

/

h

M

.

s

\

s

N

s

^

s-V,

!^

ir

,

^

^

^

6^

<

^

A

^

'

f

■^

-^

^

'

^

^

f-i

^

^

^

M

X

.y

^

y

/'

y

/

/

/

/

y

-

/

25 iL

Fig. 9

10,000 20,000 30.000 -^oooo sopoo eopoo

Discharge c f s

Elf.v.\ti()n of Tail Water anu Head Water at \'arious
Rates of Discharge

32 to 3GI2 ft. when operating such turbines at from
65 to 90 per cent gate opening. Four units would
carry the normal station load of 10,500 kw. when oper-
ating at about 72 per cent gate opening and under a
34-ft. head. Such an installation would also be capa-
ble of developing 10,500 kw. during ordinary flood con-
ditions, under a 29-ft. head, when all four units were
operated at approximately full gate opening. Three
units at full gate opening under low-water head, with
only a small overload on the generators, depending on
the power factor, would also be capable of developing
10,500 kw.

It is believed that the rather large installations
would be fully warranted by the conditions under
which this plant would be required to operate. "Wliile

the full rated capacity of the plant at low water and
under full gate might be considered as 20,000 h.p., the
noi-mal capacity would really be only about 15,200
h.p., inasmucli as it would be poor policy not to have
a reserve unit under ordinary conditions of head,
stream flow, and load.

PROB.VBLE COST OP DEVELOPING THE WATER POWER

The Federal Government has practically completed
the modified project in accordance with the Act of Con-
gress of 1910, and the United States Engineer Office at
St. Paul has estimated that the total cost of the project,
as modified for the development of water power, in-
cluding the construction of the power house substruc-
ture, draft tubes, etc., will be $800,000 more than the
cost of the original project would have been.

In the Stevens bill now pending in Congress, it is
provided that the Municipal Electric Company pay not

f

/

/

<;

f

,1

y

r\

V

it

f

J'/

t

)>

«.,

f

.T

/

1

/

i

y

^<

/

i

/

<-

/

f

,-^V

/

«'

.1^

/

^

/

^/Ti

/

fii

/

t

Vr

,;

t'

•f

'/

/

.1*

-^

y

/

</iy

rft

/

n

0*4

^

C

^

/

"•/

y-^

y

V

/

y

I?

^

y

f/

/

y

<

•;!.

y

d

/

/

y

f

' rj

F

m

/«r. 1 J

/

/

V

y

''W£

,^

k

7

^

^

.i^

^

L

—

T

^

^\ !

,/

/

^

j

1

/

/

'^

7

^

^

/

y

^

1*

?'

^

1

^ » 1. o
^ S -t J

Q. NJ Q.

Q34 0,11

ZO 40 60 80

Per Cent of Time Operated

000 000

Fig. 10 Ccst of Oper.ating Steam, and for Additional Water
Power, for Different Time Periods ,j^^_^

less than 3 per cent interest on tlie amount which the
Government has invested for the purpose of making
the water power available. For an installation of 15,-
200 h.p., the Government investment amounts to about
.$52.50 per h.p.

Additional Expenditure Required. In order to com-
plete the power house and install the necessarj' ma-
chinery, an additional expenditure of about $630,000
will be required. This includes interest during con-
struction, insurance, engineering, supei'V'ision, and con-
tingencies, and $50,000 working capital or ' ' emergency
fund," required by the laws of Minnesota under which
the Municipal Electric Company is incorporated.

Adding the Government expenditure of $800,000
gives .$1,430,000 as the investment cost of the plant.

POWER DEVELOPMENT AT THE HIGH DAM, A. F. MEYER

311

This amount is equal to about $94 per h.p. at the tur-
bine shaft, and $136 per kw. at the switchboard.

Fixed Charges and Operating Expenses. The fixed
charges on the water power plant will be about as fol-
lows :

3 per cent interest on 8800,000, per annum $24,000

4}'2 per cent interest on $630,000, per annum .

28,400

Sinking fund to pay off $030,000 in 50 years at 4

per cent 4,051)

Renewal of plant in 15 years at 4 per ccnl. 31,400

Maintenance 10,090

Total fixed charges $98,000

\

\

s

80

\

\

V

s

A

'^;

70

s

\

s

s:

,

<.

\

\

?

60

s,

S^

\

V

r

nj

s

\

s

V

-S

s

k

,j

s

v

\

N

^f

S.50

S

k,

A

f

S';

s

s-^

>■>

i

o

M

1

s

c

o*t

'^E^br

s

v

P

bo^v

er

X.

^ I ?

r^eV ^

r-j'

tfl

flrl

^

'H

•i

s,

\

^

^?'

S.40

s

s

^

s

if

S

^.

\

k

/

N

s

S

«1

<H

^

V

\

U

6

h

s

s

^^

e

ac

s

\

\

Pc

'wl

er

=;

^

s

\

V

O 30

V

\

s

s

t

h

-

s

e

ar

!■

s.

S

\

^

bN

\/e

r

V,

s

N

s

\

8

hr

5

e

a

n

t^

0'^

/e

\

N>

20

"v

<!\

F

u

rtri

la^

fa

^

■ (

',n

it

of

o

i("

-1

V

'F

la

rrl

-n

^

^

—

•*

;= =

3

--

-

—

—

.-

—

—

.-

-

-~

—

-

—

—

^\

ixed

C

12

rg

e£

c

n

^d

d

*"iq

nj

1

V

J

'Is

T

P

U-

10

IX

•■Ot

O

n

ei

c

n

^■^

XI

la

~y

te

ar

'1;

'n1

240 080

of power between 6000 kw. and 10,500 kw., which
would have been available during the same time, is
27,900,000 kw-hr., or a total of 78,700,000 kw-hr. of
available power per annum. This is equivalent to a
mean of 9000 kw., and on this basis the cost of develop-
ing 21-hour power wovild be a trifle less than two tenths
of a cent per kw-hr.

If we assume that tlie power which could not be fur-
nished at all times — the '' excess power " — is worth,
on an average, one-third as much as the " primary
power," there would be an avei'age of 60,100,000 kw-hr.
of power available each year. This would make the cost
of developing power about a quarter of a cent per
kw-hr. If a 5000-kw. steam auxiliary plant were in-
stalled so as to make 10, 500 kw. available at all times,
the cost of developing this power would be about 0.35
of a cent per kw-hr. on the basis of 24-hour power.

ZO 40 60 80 100

Per Cent of Time Wafer IS Available

Fig. 11 Cost of Combined Power for Different Periods

^080

« 1.37

Ul

■4-
C

".03

046

a.

lU
O050

034

o

UJ

3 040

<

>

63

23

020

34

01 1

16
0.12
008
0,04
00

000

000

r

r

I

i

^

1

t

]

k ""i

1^

r

>

£

^>L

t

>

S

So

"^^

^t

'^s

^^^

'^■v,.

- "^ -. ^

(,,w-fi-4^TT r

H^:^^

«^

^'

20 40 60 80 100

S+ation Load F-actor%

Fig. 12 Relative Values of Peak and Off-Peak Power for
Different Load Factors

Adding to the fixed charges the annual cost of oper-
ation and administration, including an allowance for
the annual charge on the investment in transmission
lines and substations not herein itemized, brings the
total cost of developing power to about $150,000 to
$175,000 per annum.

Cost of Power per Kw-IIr. According to Table 2.
the mean annual deficiency of power up to 6000 kw.
is 1,608.000 kw-hr. Assuming that the steam pumps
would be operated to supply this deficiency, all power
up to 6000 kw. may be considered as primary power
as far a.s tlie Municipal Electric Company is concerned.
The mean annual amount of such power wliieh would
have been available during the past 8 years is, on tlie
basis of Talile 2. 50,800.000 kw-hr. The total amount

Fig. 12 shows the relative values, at the station, of
' ' peak ' ' and ' ' off-peak ' ' power for different load fac-
tors, on the basis of a cost of a quarter of a cent per
kw-hr. for continuous power. If the load factor of the
station for any given load were very small, as, for ex-
ample, in the neighborhood of 20 per cent, oft'-peak
po^ver could be sold at the mere additional cost of
operating the water power plant. This would be, in
tlie case under consideration, less than one-tenth of a
cent per kw-hr. As the load factor became larger, the
value of off-peak power would approach that of peak
power, equaling it when the load factor became 100
per cent, and at all times possessing a value abottt in-
versely proportionate to its effect in increasing the load
factor. The peak power, in order to yield a return

.■512

POWKR DEVELOPMKXT AT THE HIGH DAM, A. F. MEYER

iqiiivali'iit to a quarter of a cent per k\v-lir. for cou-
tinuous power, would be worth about one and one-
fourth cents per kw-hr. at 20 per cent load factor, tak-
ing into consideration the slightly lower cost of opera-
tion in the case of power furnished for only a small
portion of the day, but without taking into considera-
tion the compensating effect of pondage, i.e., assuming
that the available water must be either utilized or
wasted.

Witli a station load factor of 60 per cent, under the
same- assumptions, the value of peak power at the
station would be about four-tenths of a cent per kw-hr.,
and off-peak power would tir worth just about half this
amount.

When the effect of ponihige is taken into considera-
tion, however, tiie load factor is found to aft'ect the cost

conditions assumed, less than 10 per cent. Not until
the amount of water coutinualh' available has increased
to 4500 cu. ft. per sec, or peak load conditions, will
tile value of power be increased 21/^ fold by a 40 per
cent load factor.

TTIUZATIOX OF i'OWER

rr(sc)it Vonsumptwn. Statistics were obtained, from
all available sources, giving the amount of power at
present consumed by the Federal Government, the
State of Minnesota, and the cities of iliuneapolis and
St. Paul, for what might be called public purposes.
These quantities are grapliically shown by months in
Fig. 15.

It is apparent that the city of Minneapolis is using
more power than the Federal Government, tlie State
of Jlinnesota, and the citv of St. Paul together. The

1 41X000

7

t%

/

/

/

\

./

•f

y

y

/

y

y

/

/

/

/

/

f>

1^

y

/

/

/

/

/

}

^'

(

'^

/

/

/

/

/

/^

/

^

>

r^

cc

— 1

/

/

/

/

y

y.

—

y

•-p

^
^

J

5>

HOU

/

/

^

y

^1

X

^

cr°

t,

i'

A

^

/

%

y

^

^

6

;^

r

l~

/

^

fe

y

y

y

%

?-

^

3 "

^

'"x

/

y

^

<^

■/^

:c

u

/

X

^.

r^

<^

»< '

zojoeo

i^.

'/

7—

^

P

/

^

'<^

,?^

^

^

V

540a
4950
4500
4050

3150

lij

^r, 2700

o

!Q I80O
Q

1350
900
430

• Fig. 13 Mass Curve of Consumption

of j)ower considerably less than tlie value of that fac-
tor would make it appear. In Fig. 14 is shown a char-
acteristic combined street lighting and miscellaneous
light and power load, having a load factor of 40 per
cent. Fig. 13 shows a mass curve of actual consump-
tion of current and of mean consumption, or equiva-
lent in supply of water, from which can be scaled the
quantity of power which must be furnished by stored
water for various mean rates of stream flow. From this
value, the area of tlie pond, and a mean head for each
particular condition, the pool fluctuation for various
rates of discharge, as shown in Fig. 14, was deter-
mined.

The only effect of the load factor, then, in this case
where the entire flow of the stream was being utilized
through i)ondage, would be due to a i-eduction in avail-
able head fi-om drawing down the pool, and from a rise
in the tailwater at the time of liigh discharge, i.e.. peak
load. Instead of tlie 40 per cent load factor having
increased the cost of power 2i/^ times, as indicated in
Fig. 12, it has, in reality, increased the cost, under the

^2000
IIOOO
10000
9000
6000

to

y- 7000
H

5 6000

o

_I 5000
4000
3000
2000
1000

"

1

I

^

^feJ

kH

L )

AD

10

30)

KiA

4

50

: F

s

[jojtj

:.P

3.

■

^

\

Vi

__

_

,

_;

£.0

^SJ

~

~"

~

-N

S

~

~

~

-

s

_j

^^

fr*

-ft

— 1

—

— 1

—

^

—

— '

'

—

^

—

"l

>

-

-

L

—

Lo

c,:5|

/

M

lA

N

L04D'4gOO

<vy.

29|00 C F s

1

D

fact:of

^CA

1

J

_

ro6o

C'j^

T

^

_

,

7^

y'

V

P

M

A

,^/l

,

2

3

•4

5 <

> 7

s

9

10

N

iZ

1

2

3

A

5

e

r

a

9

10

[1

NO

DN

M

^IISH

o.h
llJ
u

I

z

OJO

<

Fig. 14 Typical Lo.u) Curve

j)riucipal reason for this is that the city of Minne-
apolis has recently installed motor-driven pumps for
pumping its water supply. The power used by the two
city halls, the street lights, the Minneapolis pumps, and
tlie power which would be used in St. Paul for pump-
ing, if a motor-driven pump were installed at the Mc-
Carron Lake pumping station, are also shown indi-
vidually.

Station Load. Inasmuch as there is considerable loss
in the transformation and distribution of electrical
energy between the station and the place of consump-
tion, the amounts consumed were reduced to their
various equivalent station loads on the following basis :
It was assumed that of 100 h.p. available at the station
switchboard, 87.5 h.p. would be available for the pump
motors, and 75 h.p. for the street lights, and for most
of the miscellaneous light and power uses. The latter
is equivalent to an overall efficiency of conversion from
hydraulic power to electric current at jioiiit of con-
sumption of 56 per cent, and is well on the side of
safetv.

POWER DEVELOPMENT AT THE HIGH DAM, A. F. MEYER

313

Future Consimiptiun. In estimating the probable
consumption in 1920, the amounts nsed at present in
the public buildings have been increased by 25 per cent.
Tlie present gas and gasolene street lamps in tlie cities
of Minneapolis and St. Paul have been assumed to be
replaced by electric lights in the proportion of about
one are light, or equivalent, to four existing gas or
gasolene lamps. A liglitiug installation of 4000 arc
lights and 1000 ornamental lights or equivalent, was
assumed for Minneapolis, and 2700 arc lights and 600
ornamental lights, or equivalent, for 8t. Paul. This
would practically double the present consumption of
electric current for street lighting purposes in the two
cities.

The future power requirements for pumping repre-
sent what will be needed in 1920, on the basis of the
past few years' increase in water consumption. It re]>-
resents an increase of practically 50 per cent. The
future requirements of the State University are based
on an approximate doubling of the present consum])-
tion.

Load Factors. The mean annual station load from
the above estinmted consumption of ettrrent for public
purposes will be about 5500 kw. by 1920. The peak
load will be about 8500 kw. and the load factor abotit
65 per cent. In Figs. 16 and 17 are graphically shown
typical December and June station loads, planned with
a view to keeping the station load factor as large as
possible. By i-unning the Minneapolis and St. Paul
piunps during the off-peak hours, a December load fac-
tor, for pi'esent loads, of about 87 per cent can be
secured, and for ftiture loads, a factor of about 74 per
cent can be secured. The load factor for the miscel-
laneous light and power load is about 44 per cent in
December, and 60 per cent in June. That for the
street lighting load is about 56 per cent in December
and 27 per cent in June. These load factors on the
whole are considerably better than those usually ob-
tained from commercial light and power loads. Dur-
ing June, the present station load factor %vould be about
76 per cent, but the future load factor would be re-
duced to about 60 per cent tndess the installation of
motor-driven pumps in Minneapolis is increased. The
present installation will soon be insufficient to supply
the increased water consumption even if run 24 hours
of the day. This, of course, is uneconomical, as it
would resitlt in adding the Minneapolis pump load to
the peak. Before this condition is reached, however,
Minneapolis no doubt will find it advisable to install
an additional motor-driven pump ; in fact, this is al-
ready under consideration.

The mean 1920 December station load will be about
6000 kw. This would be secured from a discharge of
2600 eu. ft. per second under the low water head. The
mean 1920 June station load will be about 5200 kw.

The total amount of electrical energy which will
probably be required in December 1920, for street light-

ing and for miscellaneous light and power pui'poses,
measured at the station, is about 93,000 kw-hr. This
amoiuit of electrical energy would be secured from a
discharge of 1650 cu. ft. per second under the low
water head.

jAn

r^.

MtH

AI

R

Mhy

JU^E

-

.Y

AUG.

-h

OitT

Ndv

■"[<=

EiST

iHAtdD

F

U^'U^EJ

sMtIioN

L(

5/D

6000

^

~^

N

\

/

^\

\

1

-oItaI

^

y

\

rr.

—

"~

^'

\.

s

/

. ;

y

1

i 1

4500

;

L— ;

■

M

Nriip'

PT

1 1

>

„«00

h

~

^Z

•-•

/

~— ■

■—

— '

—

--

r.:

S 3500

--,

/ro-

rA

F

'RF

?tf

NT

• 1

DA

1 -

, 1

"■

-•-.

"^-^

.. cr

-I

2 3000

-— ,

---

")

t

1

2500

J

1500

,^1

i

t

j

^

-—

~

;

^

^

r--

__

,, si:pku

^

""

-—

.,J-..I,.

"

-

600

/

=

—

—

—

^SfTArE

—

—

--

—

—

--

—

^

—

—

--

Lz

I^p^ff*

^

~

r^

^

^-^

'

—

'S^

:::

—

~

Jt

N.

F

!"■

1^

;m.

All

R

M

K<

JU

<E

JU

.Y

A

fd

S.PT

0(

T

urn

H

c,

F

Rf

^s

Zf

IT

c

or

JS

JIS

iP

T\

Oti

1.

"T

OT,

rU

7-

^

^^

/

^

"*"

~^

•r-

-r-

—

r-

T^

^

^

—

—■''

f

IJMI

Sj^

^

1500

,

^

---

^

!

^

^'

-—

-rn.

—

^

m 1000

1-

h

> 600

■■

Ml

N^

F^

pfl

\^

rr

-r-

^

.-

—

rr

.—

— ~

-_

rRF

FT

1 in

MT'

r^

—

— '

_l

—^

...

tIT

Y t

AL

hi

!£

t~

1000

SI

PA

Ul

^^^

— ■

OT,

1 1

—

— -

— '

>-^—

Z50

":

IS

fMP

W^-

.

P-^J.-.

AI 1

E:i^

TR

EEl

L

GH

rs^

w

—

— ■

r— —

;

1

p-f

■y,

eso

s

TA

TE

_

250

.'/,

""^

^—

—

—

,

—

—

— ,

-y

"7T

77,

77,

FF

HF

t?A

'

—

fl

jan feb mch apr may june july aug sept oct nov dec

Fig. 15 Present .i.\d Estimated Future Coxsu.mption op
Power in the Vicinity of High D.\m

Use of Uteam Pumps. Through proper cooperation
between the cities, the State University, and the Mu-
nicipal Electric Company, the existing steam pumping
plants of the two cities can be made to serve economic-
ally the dual purpose of emergency pumping equip-
ment and small auxiliaiy power plant. So far as the

314

POWER DEVELOPMENT AT TJIE HIGH DAM, A. F. MEYER

reliability of a water supply is concerned, a combined
steam and electric pumping plant is preferable to a
plant dependent upon electrical power alone. So far
as additional power required during periods of low
water is concerned, the steam pumping plants consti-

power plant of about 2500 kw. capacity at the same
time.

The reservoir storage at the ilinneapolis filtration
plant amounts to about 80,000,000 gal. By 1920 the
daily water consumption in winter is not likely to ex-

1 1

i;»>o

nvl

'Rl

DA

1 C/

iPA

PIT

Y 1

?50

5K

W. tulNITS-rJ/LL

fiATf

-BOO

)r

■ s

it 3A t" "ej::

i 1

rzMo

1

1

11500

1

1

1

Pi.

»N'

"C

AP

\Q\

rv

IW

yQ\

,W.

4l"

Ni rs-

7&/. aATi-

5S00

ci
rf

! a

b^^"^-' 1

lOSOO

jij

m 5-

tbia

cf

5 a

1 31

Irt ^

'-■ 1

10000

u

HJNE

9S00

s

r/K

T

ON LOA[

■>

8500

8000

f>

■»>.

:V;

V^

%:

■//,

70O0

y^-

;•■-'

5i

^>»^

'■''■)

"tIK

Ap'6ui Tj

w

■ /f

'<->.

UMPs ' ; ,

■//.

:'/j

iiTi-'BE ; ; ;

5

36000

5C

'/^^

'?,'

^•tVi

'7,\\

jii

1^'

V'/:'X

'//A

5500

^

:^:

V-

^.S ;;;

v.

''/. \

\.

A^"

\\\

v..

Z/.;^

5000

\.

\->

^\v^:

■/^

^d

l;

:vv^

^>^;

^x\V^.

n

(■c^^^t

4500

{'

,->;;

^x^

-Ul URE

Lnn

fv^.

n

t^^.^^

^\'

\^

' ! ; 1

V

■

: "^---^'- T

r>

MINNEAPOLIS :

■rr

«^

"^7.

■~i

J^i'MfS,

3000

r^

N

f"

'/^

v/.

■'/■

■

x^-^

X?

^

;ff?^

PT:~

•Tr-

b

^

us.

'^k

rru

V^

L— '-

•N

^4

i2

^;

^

r^'

■'■z

2500

'//

// ■

'-'/,

V/

'_^

i__ — — L

x\-;

>Z

<;

/'
/<

■Vx,

V,

'', X.

'/■

'','

'^

STREtT LI6HT

/<•

V/

;;;

'//

'/ ,

'-/.

•A\

-INEA

>OLIS

: w^

'-if

kih

NE

AP

iu

s;;

'/'/

//,

'//,

PU>1P

s,-.-

1 ,

'-'i

'':::-

■ .Oresem-

■ pump;

' 1

■ /^

'/^

'^'

'RE

5Cr

JT

'/,■

'/'

\i

^^

L>,„, ,

. ---' . 1

1600

' \

^ ■

*^'

'','.

t^

NX'

RX

kx-.

.^" ,^

^

1000

— i— -r-'

5TPAU

L-i.

^k//.

''

\^

k-

^N^;

vn'

\ < X

' 'K ^

----•^r"

7'

;puMP

;

\N^

^ro

ts-'.Ix

:C^^^

^^-^-T-"-^

500

P,^ES^NT

'-"

FUTURE ,

'^.

^>'"

,x^-

x\; r

ST PAUL PUMP^_ _|

' . ; PRETS

ent''-^^

""*•

_,.

MD

F —— 1 "^

t JMiSCELLANEOUS ; .' LIS

HT

: ', 1

'-r^A

POVVEF^

z

i

)

1 1

i

9 1

Q 1

1

2

: 3

i

3 *

f

} i

1

1

12

Fig. 16 Typical December Station Load for Piiblic Purposes Fig. 17 Typical June Station Load for Public Purposes

tute tlie very best small auxiliary. They can deliver
\\ater to the reservoirs at less operating cost than a
5000-h.p. steam plant, generating current which has
to be transmitted and transformed, and then applied
through a motor to centrifugal pumps, can possibly do.
As the steam pumping plants are in existence, thoy
sei-ve as emergency pumping equipment and auxiliary

ceed 40,000,000 gal. The Minneapolis steam pumps
have a capacity of 30,000,000 gal. daily, so that in case
the electrical pumps were temporarily disabled, or no
ciirrent were available, the steam pumps, by running
continually, would be able to furnish the additional
water necessary to supply the city for 8 daj's. The
St. Paul steam pumps have an aggregate capacity of

POWER DEVELOPMENT AT THE HIGH DAM, A. F. MEYER

315

about twit-e the pivseut mean daily water eousumptioii.
A flow of 1750 cu. ft. per second is equivalent to about
98,000 kilowatt hours of power per day. Whenever,
because of low water, the power output fell to this
amount, it would be necessary to run the two Minne-
apolis steam pumps practically all day. Whenever the
discharg-e fell to 2000 cu. ft. per second, it would be
neeessar\- to run these two Minneapolis pumps about
16 hours a day. It is probable that it would be neces-
sary to run the steam pumps for at least a portion of
the day, on an average 25 to 30 days a year, or 5 per
cent to 8 per cent of the time. Tliis is not entirel.v a
disadvantage, however, as it would serve to insure the
emergency steam pumping equipment of both cities be-
ing kept in good operating condition.

On the basis of statistics obtained from the 1912 re-
I^ort of the Supervisor of Water Works, Minneapolis,
the fuel and labor cost of oj^erating the steam pumps
has been computed to be equivalent to a rate of prac-
tically one-half a cent per kw-hr. for the electric
pumps. This is about half the cost of electric power
<leveloped by a small auxiliary steam jilant.

As previously indicated, during extremely cold
weather the maximum available 24-hour power may
occa.sionally fall to less than 4000 kw. By utilizing
the steam pumping plant for a few days each year, and
drawing on the available pondage, the maxinuun avail-
able primary power can be raised from .3100 to about
6000 kw.. and at a lower cost than could be done by
a small steam power plant.

Even if. in the near future, there should be an ex-
treme flood, such as may occur for a day or two once in
15 or 20 years, the water power plant would still be
able to carry a peak of about 7000 kw. This is more
tlian would bi- required for the street lights and miscel-
laneous liglit and power uses. The steam pumps could
again be run for a few days to supply any deficiency.

Surphif: Pi^wcr. It is estimated that by 1920 the
mean annual rate of consumption of power for the pur-
poses previously outlined will be about 4."i20 kw., if tlie
gas and gasolene lights are replaced by electric lights
as contemplated in this paper. This is equivalent to a
mean annual station load of 5500 kw. The mean De-
cember station load would be about 6000 kw., but in
order to be able to meet the Municipal Electric Com-
pany's own peak load at times of high watei-, a very
much larger installation would be required. In fact,
an installation rated at 10,500 kw. under normal head
and with one spare unit woidd furnisli only very little
more tlian the peak load which will probably have to
be carried during the spring montlis by 1920.

A.ssuming, then, that the Municipal Electric Com-
pany in the near future would want to reserve for its
own uses, as ]n-eviously outlined. 6000 kw., there would

still remain about 4500 kw. of excess power. The mean
annual amount of available power will be about 9000
kw. With an installation as contemplated in this paper,
it would be possible to carry a peak load for several
hours of 12,500 kw. luider normal head, and for one
hour a peak load of about 13,500 kw. Inasmuch as the
Municipal Electric Company's peak would be about
8500 kw. by 1920, it is apparent that 4000 or 5000 kw.
of excess power, when available at all, could be car-
ried over the peak. This, undoubtedly, would make
the excess power of considerably greater value than if
it were necessary to sell it all as ofl'-peak power.

The installation contemplated in this paper would
assure a reserve xmit for use in case one of the other
three imits was temporarily disabled. This unit could
also be put into service whenever, at times of ordinarN'
liigh water, such as may occur for about a month eacli
year, the head is reduced to a point where the three
units would no longer be able to cany the load. It
would also serve to make available, as peak power, the
excess power, whenever such power could be furnislied
at all. Until the demands of the commtmity, for power
for public purposes, enable the Municipal Electric
Company to utilize all of the available power, the sur-
plus should be disposed of in such manner as would be
of the greatest benefit to the public.

PROBABLE BENEFITS

The writer has made detailed estimates of the sav-
ings to the commiaiity that would result from the oper-
ation of the proposed hydroelectric plant, and places
it conservatively at about .$200,000 per annum by a
few years after the Municipal Electric Company lias
begun operations.

DISCUSSION

At the time of the ISprinu- ^Meeting high water in the
Mississippi made it impossible fur those in attendance to in-
spect the construction work of the High Dam. In present-
ing his paper, therefore, the author showed slides of the dam
and power house in various stages of completion, which gave
a clear idea of the work in progress. He concluded with
comments on the high stage of the river and the amount of
jiower that would he available at diiferent levels, referring
to the effect of the Govenunent reservoirs at the headquar-
ters of the river, which comprise the largest reservoir sys-
tem for stream regulation in tlie world.

As a result of these remarks most of the discussion whicli
followed centered about the effect of the reservoirs, both in
I'elation to the use of the river for navigation purposes and
tlie development of the power project at the High Dam.
This subject is one of great magnitude and since the short
time available at the meeting permitted only fragmentary
discussion quite inadequate to the problem, no space has been
given to a report of the discussion. — Editor.

INDUSTRIAL SERVICE WORK IX EXCnXEERIXG SCHOOLS

liV .lOSIl'll W. KOK, \K\V HAVKX, CONX.
MuirilxT of tlie Society

A social force has been at work in our engineer-
ing schools for the past few years which materially
affects the attitude of students, on leaving college, to-
wards working men. It concerns a steadily growing
portion of the membershii) of Tlie American Society of
Mechanical Eugineei-s, — tiiat in the Student Branches.
As many of these members will be called on foi' leader-
ship in this Society in the coming generation, whatever
helps or hinders their broadest professional training
siiould have its careful consideration.

Jn the winter of 1907-1908 some engineering stu-
dents of the Sheffield Scientific School at Yale started
an activity which for want of a better name, has been
called industrial service work. It consisted of a study
of welfare activities, li\'ing and working conditions in
American industries, and a definite attempt to render
some useful service to workingmen in the city. As a
large industrial center. New Haven has many thou-
sands whose greatest need is a knowledge of the Eng-
lish language. It was felt that to help meet this need
was the most practical service the students could
reuder. A sj'stem of instruction in English was
evolved, based on the familiar phases of everyday life,
which did not require a knowledge of the foreign lan-
guage on the part of the teacher. Groups were organ-
ized in various parts of the city wherever they could
be gathered, the general plaji being that the students
should go to the men rather than to attempt bringing
the men to any school or institutional buildings. The
plan worked well from the start. The classes were full
and many newly arrived immigrants were reached who
would not have come near a public night school.

In connection with this teaching work, which was
the main activity, a series of talks on industrial sub-
jects was given to the students by svich speakers as
Jolm F. St^n-ens of the Panama Canal, S. B. Thorne
of tile Buck Run Coal Company, Charles Stelzle, Miss
(lertrude Reeks, Prof. Edward A. Steiuei-, Charles R.
Towsoii. and others. A small lil)i'ary on immigration
and industrial conditions was set at work and some of
the books became well worn.

The hold which it took on tlic better type of stu-
dent, as well as its effect on iiim, were interesting and
significant. The work was wholly voluntary and done
in their own free time, yet many gave two or more
evenings a week throughout the whole winter to it.
The word " mucker " dropped from their vocabulary.
The " wop," the " hunkie " and the " dago " became
people, acquiri'd names, and sometimes commanded

Presented at the Si)ring .Meeting, iit St. Paul-Minneapolis,
1914, of The American Society of Mechanical Engineers.

their genuine respect. Student and workmen were
coming, often for the first time, into direct and friendly
contact aJid finding out for themselves how the other
lived, worked and thought. From the knowledge so
gained, there came an attitude of frank good will and
friendliness on the part of both.

The following winter a number of other engineering
.schools undertook a similar work with similar success.
I'nder the leadership of the industrial aud student de-
pai'tments of the Y.M.C.A.. it has sjin-ad rapidly
throughout the country until now, only seven years
later, more than 3000 students are engaged in it and
are coming into contact with about r)0,000 workmen.

In a general way the activities of the student are:
(a) reading and investigation of the general principles
involved; and (6) a personal contact with workmen in
some line of service. The latter takes many forms, but
chiefly that of teaching. In all industrial centers there
is a large number of men whose greatest need is Eng-
lish. Without it they cannot get a job alone, buy their
own supplies, understand instiiictions for their work
or even for their own personal safety ; hence the pa-
drone and labor contractor. "With a knowledge of
English, an opportunity of becoming industrially inde-
pendent is opened up to them. Other subjects, of
course, are taught, such as first aid to the injured, ele-
mentary nmthematics, drawing, and civics: but Eng-
lish is the greatest need.

The service is not, however, confuied to instruction
nor to foreigners. Any sound basis of contact is util-
ized. Wherever possible, the classes or groups are kept
small, not over five or six men to a teacher, in order to
insure the element of personal contact. The work is
done independently of the college curriculum, on a
voluntary basis, and without pay. as this basis is by
far the best in its effect on the student. In some cases
the facidty has cofiperated by taking over that portion
of the program relating to speakers and has arranged
a course of industrial lectures for all upper classmen.
This has been done recently at the Sheffield Scientific
School with good success. The advantages of indus-
trial service work are felt by the employer, the work-
man, the student, and the community.

Employers, some of whom were at first critical, wel-
come it for its direct benefit and stipport it by giving
access to the workmen, by furnishing places for teach-
ing and in many cases paying the small necessary ex-
penses. They see, too, its effect on the student. An
employer recently said: "Two college men of equal
training woi-ked in my shop last sumnter. One of
them ' knew it all,' was despised by the men and got
316

INDUSTRIAL SERVICE WORK, J. W. ROE

817

■fired. The other became ' one of the meu ' and learned
from them, and nearly every evening some of the
working men went to his room and he helped them in
matliematies, mechanics, plain reading, etc. That fel-
low has a big job awaiting for him because lie lias
learned liow to handle men to his advantage."

.Some of tile advantages to the workmen have been
pointed out above. He is given nothing which pauper-
izes him or lowers his self-respect. Usually lie is sus-
picious at tii-st of the student as a representative of the
capitalistic class. He finds, however, by a contact
which he has in almost no other way. that at least these
boys are clean-cut, fair-miiulcd and frimdly. Those
who are familiar with the attitude of workmen know
iheir latent feeling of contempt for the young college
engineer who comes among them, possibly strong in
tilings which they little appreciate, but weak in prac-
tical things, where they are strong. We have all seen,
however, the loyalty with Avhii-li old, hard-headed work-
men will serve young college men who have won their
confidince and made good with them. Their distrust
gives way to a feeling of pride in their successes such
as they might have for their own sons who have been
given advantages they themselves have not had. This
change in attitude of the workman has been cleai'ly
marked, and shows a breaking down of social antago-
nism — a lielp to all (see Fig. 1).

The gain to the student, while not obvious, is quitr
as great. I\Iore than half the value of an executive en-
gineer lies in his capacity to understand and work with
his men. No amount of technical proficiency can make
up for the absence of it. One of the greatest weak-
nesses of the college-trained engineer is the unconscious
attitnde of assumed superiority which he sometimes
has, for a time at least, after graduation. It seriou.sly
limits his usefulness and his capacity for learning. The
ability to miderstand and to work with men is the most
valuable asset he can have. This our colleges, as col-
leges, cannot teach, for it is based on a knowledge of
human nature and there is no textbook on human na-
ture. It can be learned only by j^ersonal contact ; and
genuine personal contact is possible only on a basis of
mutual respect and friendliness. The students are
learning much more than the possibilities and limita-
tions of welfare work. They are acquiring a personal
attitude toward fellow workmen which starts tliciii out
right.

It is possible to give here only a few expressions of
how this work is held by students of the stronger type.
One says : " " It "s a wonderful, and sometimes a humili-
ating revelation to a fellow to get up against some of
these foreign men. It just makes a fellow readjust a
good deal of his previous thinking." Another, one of
the best known college athletes of the day said a few
montlis after graduation: "Remembering what I
learned in this movement at Yale, when I became fore-
man I treated my gang of Italians as men and not as

dogs, and it was really pitiful to see the way tlu^y re-
turned the little kindnesses I showed them. Each day
I was met with cheery words of greeting. When the
job was complete, the meu came to me in a bunch,
thanked me for the fair way I had treated them and
said tliey would like to work for me always." An-
other, a football captain, said a short time ago: " This
industrial work is the livest thing that's stnick college
since I've been here. It's a real job and it's practical.
Everyone of us who goes into it is bound to acquire an
experience in dealing with men which the curriculum
cannot give, and we need it."

Last year one graduate, who went into the office of
a bituminous coal mine, gathered together a class of
seven men to prepare them for examinations as fire
bosses and underground foremen (see Fig. 3). With
this instruction the men passed the examinations and

Fig. 1 Lndvstkial Sehvice .^t Work

Teafliing English at a Con.struction Camp. The Lesson is Posted

on the Side of the Car. The Breaking Down of Class

Feeling is Clearly Present

their potential earning capacity per year was increased
an average of $26G.40 per man. As a result, this year
40 men applied for similar instractiou and as this was
beyond his capacity, arrangements were made for paid
night instruction in one of the public school buildings
which has been carried on by others under his super-
vision. Without multiplying instances we find results
like this wherever men go who have had this industrial
service training.

The advantage to the community needs but little
emphasis. When one considers the type of American-
ism with which the immigrant first comes into contact,
it is no wonder that his social standards remain low.
The only Americans, whom many a Pole or Italian
meets, are the saloon keeper, the ward heeler, and the
grafter. Contact with clean-cut. wholesome, educated
college boys opens up to him a type of Americanism
which he sees in no other way. It raises his standards
and kindles his ambition. The men come to the stu-
dents with all sorts of questions which indicate a hun-
ger for information and improvement.

As the industrial service movement has developed it
is quite distinct from ordinary social welfare work. It

318

INDUSTRIAL SERVICE WORK, J. W. ROE

has two clearly defined objectives. The first oue is
immediate benefit to the laborer whom the student may
be teaching; the second, less obvious, but main pur-
pose, is the subjective effect upon the student himself,
the developing of an attitude of mind, and a knowl-
edge of the social aspects, the responsibilities, and the
oj)i)ortunities of his engineering profession. While
the latter should not be over empliasized to the student
it is never lost sight of by those directing his activities.
Such briefly is the development and nature of indus-
trial service work, in appraising its value it is well
to look at it broadl\-. The work which these students
are doing is part of a general trend, of a changing of
social standards; and of a development away from tlic

^^ '

'

'^^^^^^

K

i

-■■•1

•

1-

m

^m^^

i

i

m

i

§

-'fc^flj^

/^J^^^^^^H

Mr-

r f

' <

i-

1

F

■ ™v

^

'^:

'"^

Fig. 2 Anothek Phase

A Noon-Day Class in a Foundry in Fii>t Aid to the Injuicd

Practically all of these Men arc English-Siicaking

industrial individualism of a hundred years or even
fifty years ago. The probability is that this tendency
will increase ratlier tlian diminish during the coming
generation.

Industrial histor.\' sliows nothing more clearly than
the fact that wlule tools of production make high social
development and physical welfare possible, they by no
means insure them. The series of inventions of Har-
greaves, Arkwright, Eli Whitney, Watt, and other
great inventors from 1760 to 1800 resulted in a tre-
mendous readjustment of social conditions. In Eng-
land, where this change was felt first and most severely,
tens of thousands of artisans found their handicrafts
supplanted. They drifted into the new industrial cen-
ters and found work as best they could. The result-
ing conditions are a matter of history. The industrial
leaders had little or no sense of responsibility for con-
ditions of labor and living which would not be toler-
ated to-day. Operatives were crowded together under
un.sanitary and dangerous conditions, working hours
were long, and wages were governed solely by the sup-
ply and demand of an dvererowded lalior market.

This indifference on the part of the employers was'
soon met by violence and industrial warfare. At
length, from various reasons, conditions began to ad-
just themselves. Under the leaderehip of such men
as Lord Ashley, Robert Owen, an industrial conscience
came into existence, and year by year, partly through
labor legislation, partly through labor unions, partly
thi-ough voluntai-y improvement by the employers,
conditions have steadily improved, and are now bet-
ter than before the introduction of machinery.

The situation was never as acute in this country as
it was in England, but we know that even today we
have iji America industries with the most highly de-
veloped machinery where child labor and dangerous
or unsanitary working conditions still exist. While
conditions as a whole are by no means ideal, there has
come a general acceptance of the fact that reasonable
hours, good ligiit and air, safety, and a fair wage are
l)est not only for the worker but for the employer,
ilen do not agree, by any means, as to just what con-
stitutes reasonable hours and a fair wage : but none
now deny the general principle.

At the beginning of this century a new force came
in. the rapidly developing art of industrial manage-
ment. It is still in its infancy, yet enough has been
done to show that old methods of management have
iieen wasteful and tliat great increases in production
;ire possible wlien the right methods have been found
and put into successful operation. The invention of
machinery vastly increased the workman's production
by giving him new and efficient tools. The new force
iipens up a further increase, through the higher effi-
ciency of the workman himself and of methods of in-
dustrial management. The effect in both cases is the
same. The advent of maehinei'y produced a profound
social readjustment accompanied by widespread dis-
tress and friction. The readjustments due to the ap-
plication of improved methods of management will not
in all probability be as great, certainly not as drastic.
Standards are far higlier today than when machinery
was first introduced a hundred years ago and work-
]nen now have means of defence. Moreover, the social
changes possible are probably not as radical or far
reaching as in the earlier development.

The development and apjilieatiou of the higliest
tyj)es of industrial management, however, is going to
be difficult and delicate work, if the results are to be
made a permanent benefit to society as a whole. Those
who personally direct this development will largely
detei'mine the efficiency with which " efficiency " it-
self is applied. If the attempt is made by those in
charge to seize all the benefit of the improved methods
and to crowd the advantage of the employer they will
either defeat or indefinitely postpone the advance.
They must be expei'ienced men, wise, fair, thoroughly
eonvei"sant with possibilities and free from sentimen-
tal idealism. This means not only a knowledge of ma-

INDUSTRIAL SERVICE WORK, J. W. ROE

310

chinery, systems, aud time study, iut of human nature
and the rights and real needs of industrial workers.

The executive engineer will be at the focus of this
situation. He alone is in direct personal contact with
the two great elements involved, capital and labor.
His thorough understanding of both of these forces
will prove one of the greatest elements in progress. If
the man in actual charge has little knowledge of, or
sympathy with, the workman, serious missteps are
certain. If on the other hand to a thorough technical
training and knowledge of tlie resources and respon-
sibilities of the employer, he adds an attitude of fair-
ness and friendliness, and a personal understanding
of the workman involved, the new force will work out
to the good of aU concerned. Scientific management
offers an opportunity to pay better wages, but it will
require strength and wisdom to apportion the eco-
nomic gain fairly, and to maintain a just distribution
of it.

Welfare work in various fonns has been going on
for many years, ranging all the way from improve-
ment in the small details of working conditions to the
planning and building of whole model cities. Some
of these enterprises, conceived in a spirit of genuine
good will, have met with no response from the woi'k-
men aud in spite of the great sums of money and mueli
thouglit spent on them, have ended iu bitterness and
disappointment. In other cases welfare work has been
developed quietly aud wisely, each move being tested
out as it was tried and has deeply influenced the lives
and social standards of the whole community. In the
record of these enterprises there is a glaring discrep-
ancy of success and failure. Most of the failures have
gone onto the rocks from violation of the fundamental
principles of human nature. About some there has
been a fine flavor of condescension ; others have been
made an advertisement; others have been imposed
upon workmen by authority. A workman, no matter
how crude his social standards, lias a right to his own
personality and sooner or later he will assert it. As
one of their leaders put it to the writer : ' ' Some of
these employers roll their good intentions into a big
bolus and jam it down the workmen's throats saying
' Here, take that; it's good for you.' " No welfare
work win ever be effective unless it is preceded by a
square deal, is wrought out gradually and patiently,
and is the product of mutual confidence, experience
and good sense.

While thousands liave been invested in welfare en-
terprises, we know that the purpose behind them is
being accomplished in scores of industrial organiza-
tions, without any special equipment, by the personal
influence of some man or men in charge. Tliese men
seem to have a genius for understanding and develop-
ing the best in those under them. They have no fixed
rule or system. It is a question of attitude and per-
sonality. They create an atmosphere of confidence

instead of suspicion and distrust. Their influence per-
meates a whole factory, kindling ambition and devel-
oping better workmen and better industrial conditions.
Such men can accomplish wonders without any wel-
fare equipment. Given a welfare equipment they
make it successful and beneficial to all. Their value
to the employer, to the workman, and to tlie commu-
nity can hardly be overestimated ; the new art of man-
agement under the direction of such men will prove a
permanent success. The development of just such
men as these is the aim of the industrial service move-
ment.

We have tried to sketch briefly the spirit of this
movement, its uiain activities, and its relation to the
general industrial situation. It seems sound. There
are at present about 30,000 students in the engineer-

FiG. 3 A Result of Industrial Service Tuaikixg
An Evening Class in Practical Mining. The Teacher in Charge is
a Young Assistant Superintendent who Became Interested
in Industrial \\'ork while at Yale

ing courses of the various schools and colleges
throughout the United States. Of these, jierhaps 5000
to 7000 graduate each year. About 20 to 25 per cent
of the students become suffieientl.y interested in this
work to get the benefits of it. What will it mean to
the employer and workman in the next generation to
have coming into the management of industrial enter-
prises 1000 or 2000 men a year, who inspire good will
and confidence and have tlie right point of view from
the start?

So far the industrial service work has been guided
by experts from the industrial and student depart-
ments of the international committee of the Y.M.G.A.
These men liave given it special study and have di-
rected its activities. They have kept it free from fads,
and its rapid growth is perhaps the best evidence of
the wisdom with which it has been directed. Although
the motive which lay beliind it was a religious one, it
lias attracted many men who took but little interest iu
tlie ordinary forms of religious activity. Many of
these have found in the progress of this work that this
motive and the unselfish social one are not so far apart.

320

INDUSTRIAL SERVICE WORK, J. W. ROE

lu this industrial service movement, we have a large
body of students giving a reasonable portion of their
time voluntarily, and outside of their regidar studies,
to work which is an immediate benefit to others and to
themselves as coming industrial leaders. It has been
suggested by members of the Society tliat this work
might be fostered as one of the activities of the .Stu-
dent Brandies. If so, it slioidd be wisely and care-
fully directed. The experience and training whicli its
present leaders have acquired would be available and
can be called on to h('l{) organize and guide it. The
work of the Student Brandies is good, but they have
much greater possibilities tlian we have yet realized.
At present their main, if not sole, activity has been to
arrange a series of engineering lectures, which is well
as far as it goes. Some such work as this industrial
service in addition wouhl strengthen their usefulness
and bring in the liiiinan ekMuent which tlie currieuluiii
cannot give.

DISCUSSION

L. P. Alfohu. Professor Roe asked lue to make one siii;-
gestion in liis name in regard to the work of the Student
Branches. It is that there might weU be some jjerson con-
nected with the Secretary's office charged with tlie duty ot
visiting the Student Branches as often as necessary 'vith
tliis {)urpose. The members ot this Society are emidoyers
of cadet engineers. The Student Branches are training these
young- emiineeis for full luembership in the Society after
they have reached the jjroper age and acquired the neces-
sary experience. Through the medium of this oflicial ot the
Society working with the Student Branches, it might be pos-
sible to modify and improve the training ot young engi-
neers to their advantage, to the advantage of their first em-
ployere and further to the advantage of members of this
Society.

P. F. W.iLKER. I have had the Student Section at the
University of Kansas under my charge ever since 1909, when
the section ))lan was put into effect, and I believe thoroughly
in what Mr. Alford has suggested. I remember very dis-
tinctly the enthusiasm with which my boys greeted Secre-
tary Kice two or three years ago wheii he came out to visit us.

With regard to Professor Roe's paper, I think the plan
suggested is one that may be readily applied in the cases of
sections connected with institutions located in large cen-
ters, but those of us who are in institutions located in
smaller towns will have to employ different methods. One
method which I believe to be workable, is based on the plan
of University E.xtension work which Kansas, along with
Wisconsin and other western universities, is developing.
Vocational courses of study adapted to the needs of boys
and young men engaged in the various industries of the
state, are outlined. Through these, they receive instruc-
liciu in the rudiments of mathematics and the sciences re-
lated to engineering, together with first i)rinciples in their
application to construction work. T expect to have two or
three of my seniors in mechanical engineering working as
instructors in this connection next vear. I mention this as

:i suggestion for those institutions not situated in the large
manufacturing centers. The general plan brought out in
the paper is a most happy suggestion, and one which may
uell engage the attention of the Society.

II. I.. Gaxtt. I do not think that the membership at
large has any idea of the im|jortance of this paper. The
most important problem before the industrial community to-
day is that of the relation between the employer and em-
ployee. The reason why this is so is because the emjjloyer
:nid employee do not understand each other.

The plan suggested to bring the employer and employee
together, is the most promising step that I have seen or
heard of. A\'e see in the ]iaf)ers every now and then what
somebody in the American Manufacturers' Association says
about what the Unions are doing to them. They do not say
:i word about what they are doing to the Unions. That is
because they do not understand each otiier. Foreigners who
come to this country do not understand us; we do not under-
stand them. To many of us, they are simply '• Dagos '" or
■■ Hunks," to' be treated as somebody in authority sees fit.
Xow, the activities which Professor Roe has described will
bring the engineer of the future in contact with all of these
people and give him a kno^\'ledge of who they are, what they
are, and what they can do. I find that the Hungarian, the
Pole or the Italian is very much like anybody else when you
really know him.

Some time ago the following incident of interest took
place. There was great dissatisfaction in a place where
1 was doing some work, and I investigated to see what the
trouble was. My man had been there and everything was
going very smoothly when he left; soon afterward, I found
a good deal of trouble. On investigation, I found that the
management had not carried out the promises which they
had made, and tiieir ])eople were on the verge of a strike.
M}' man was telegraphed for and succeeded in straighten-
ing things out as soon as the management made good their
promises. Nobody liad taken the trouble to tind out just
what the matter was. No one had talked with the work-
men who. in my opinion, were aVjsohitely right. As soon as
the management began to recognize the actual conditions,
the whole matter was cleared up.

Workmen are in one class and employers in another, and,
as they do not know each other, they cannot, or will not,
talk to each other. So long as that condition prevails, we
are not going to solve our industrial problems without some
connecting link. The work that Professor Roe is doing is go-
ing to turn out a lot of young engineei-s who will learn some-
thing about the human nature with which they have to deal
and sup|)lv this link. In the ordinary college course, the stu-
dent gets a lot of mathematics and engineering, all from the
book end. Then he goes out on a job and sees the mechanical
processes. He can learn those mechanical processes a great
(leal quicker than he can learn the human beings who have
to ojierate them. You may build the best mechanism in the
world, l)ut some human being has to operate it, and if you
have not a knowledge of the kind of human being who is to
operate it, you are going to get into trouble.

The term — scientific management — is used in this paper:
it means the utilization of scientific methods of investiga-
tion in the art of management. You can build up a system
of management which is jierfect, just as you can build a fine
steam engine or automobile, but unless vou have the right

IXDl'STRIAL SERVICE WORK, J. W. ROE

321

liersoiiality to riui it, you are just as likely to wreck it as
you are to wreck the automobile or steam engiue by putting
an incompetent person in to handle it. Some time ago, a
publisher asked me why certain books he was getting out
did not sell ; he had been writing jjapers or publishing articles
on management. The reason was that he had not yet grasped
the idea that a system of management is a mechanism, all
parts of wliich work together harmoniously. He had seen a
little stunt that somebody did, and had published an account
of that; he had seen a stunt somebody else did, and pul)-
lished an account of that; he had stmits from everywhere,
and his paper was filled with these stunts that had no rela-
tion whatever one to the other. They might have rejire-
sented a dozen systems of management, each one a good one,
but the stunts that were good in one system did not fit in the
other. To illustrate what he was doing, take a picture and
jigsaw it into pieces. If you have only one picture, many
people can take these pieces and put them together cor-
rectly. If. however, you take si.x pictures and cut them
up into small pieces and put them into one pile, the prob-
lem of making a complete picture from this, pile is far more
difficult. If you deal out these pieces indiscriminately a
few at a time, the probability of making any picture com-
plete seems hardly worth considering. Nobody would buy
such pieies, no matter how much interest he had in the sub-
ject.

The flaw in the present way of trying to develop industrial
management is very similar to the above. The editor cited
is trying to sell pieces of systems of management not in
sets, but all mixed up together. In constructing a system
of management, one must first have an ideal which must be
based on the knowledge of human nature as well as on a
knowledge of mechanical operations and appliances. Profes-
sor Roe and his co-workers are giving their students the fun-
damental ideas of how to handle their workmen. It is v^'ry
much better to have a man who knows how to handle flie
workmen using a comparatively ])oor system of manage-
ment, than it is to have somebody who does not know how
to handle the workmen with a fine system of management.
The first will get along better than the second, and I want
to emphasize that this training of the engineering student
in a knowledge of the human nature with which he has to
deal, to my mind, ranks in equal importance with strictly
engineering training.

C. W. Rice. In response to the suggestion of Professor
Roe that the Secretary arrange to visit the Student Branches,
your Secretary tries to be up to date in every realm of
activity of the members. As soon as I heard, two years
ago, of this work of Professor Roe, I wrote a personal
letter to ever^- head of a mechanical engineering de-
partment in each of the schools in America where it is
taught, and you would be pleased to see the magnificent re-
sponses that were received, showing that they are all alive to
this movement. As a suggestion, I think that speaking for
Professor Walker, as representing the Student Branches, he
would be glad to have also the memliers of the Society visit
him — men of affairs. I think there is nothing so attractive
to the average student as to have a real man with a repu-
tation, come and visit the school and give a talk.

The effect would be two-fold. You would have the inter-
est of more members of the Society in that work and vou

would have more interest on the part of the Student Branches
because men of affairs were interested in them. Now an-
other suggestion has come to me with respect to students,
which can be accomplished by every person in the room
and by every person with whom you speak when you get
home — and that is, the benefit of these conventions. Every
person here must be in some organization. You must have
men in your employ who are just out of college or wlio are
just starting in your organization, lacking experience. Try
to co-ordinate them with the university in your town or with
some organization in your town which is doing this class of
work. You will have a two-fold benefit from this interest.
First, your men in your employ will become more useful to
you because they understand men better, and second, the
men in whom they become interested will also become bet-
ter employees for you.

When I first started out in 1889, I got in line at the win-
dow to take a job, and the man directly following me be-
came a sweeper, while I commenced to file off the paper
between the laminations of transformers. In the course of
time, I was promoted to foreman of a room and the man
who was a sweeper still continued as a sweeper. In after
years I went back to that factory and found that man was
still sweepuig up in the yards. Now the difference was one
of inspiration and of opportunity. If we interest our young
men to take the time to instruct the more ordinary laborers,
they become more valuable than sweepers in the course of
three or four years. We must educate our men to be continu-
ous in our employ as useful workmen, rather than continue
as sweepers, and education is the only way in which you can
do it. I want to urge each one of you to take the spirit of
this paper of Professor Roe and apply it to your own fac-
tory now rather than to think it is something for somebody
else to do in some university.

P. ¥. Walker. Tliere is one other thouiiht in (-(jiniection
with the Student Section and what it may mean in the Ufe
and work of the Society, that I would like to lay before you
by explaining what we have done at Kansas. Each year,
usually in December, we hold our annual meeting. There is
no organized local section of the society membership nearer
to us than St. Louis, but we are only forty miles from Kan-
sas City where there are nearly twenty members. As many
more are scattered in other cities in the state. At these
annual meetings of the Student Section, we make a special
point of inviting every member of the Society who is with-
in reasonable distance, and some of them always cimie. I
speak of this as a suggestion, indicating what the Society
might do in the way of recognizing the Student Section cen-
ters as nuclei for local sections of the Society for the regions
adjacent, when the location is distant from those cities where
y full local section organization is practicable.

L. P. Alford. I feel impelled to say another word in the
name of Professor Roe. I know that in making this sug-
gestion he has had no thought whatever that there has been a
lack of cooperation between the Secretary's office and the
Student Branches. It is not that at all. He has been merely
trying to point out the possibility of further and new activi-
ties and suggestmg the way in which some of these can be
initiated. Personally, I am most heartily in sympathy with
the suggestion of Mr. Rice that some members of the Coun-

322

INDUSTRIAL SER\ICE \AORK, J. W. ROE

cil or other members of the Society take occasion to visit
and address the Student Branches.

Professor Roe's jiaper does not reveal his personal con-
nection with this great movement. He is its Father. IJc
is the man through whose far-sightedness and initiative tlie
work was started. lie deserves a generous measure of our
esteem and commendation for having inaugurated a social
movement in our engineering colleges that |proniises to be of
great benefit to engineers and industry.

H. L. G.vxTT. To visit these Student Branches and start
this working going, will cost something. You cannot do any
of these things without money. 1 feel that many manufac-
turers would be willing to put up money for the advance-
ment of the Society. Somebody has suggested that we
might lia\e manufacturers who are contributing members
or something of that kind. This suggestion is well worth
considering. Tlie possibilities of the engineer as an economic
factor, have been emphasized most clearly within the last
twelve hours, but we need money to make them realities. All
we need now is to have some way of financing this growth
which seems to have started with such a rush.

Paul Doty. 1 think tliat most enii)loyers, at least mod-
ern employers, recognize their obligations in connection with
the general subject of welfare work. The thought that " a
man is his brother's keeper " does seem to permeate the
minds of a good many employers. We have here in St. Paul
in our company work, an employees' club, formerly called
The Technic Club. We have some educational work, some
welfare work, we have talks on " safety first," on efficiency
and we also have talks covering good management and some
on bad management. We try to make these meetings of em-
ployees of vital interest to them. We bring home homely
suggestions — we bring home their work-a-day life. These
meetings are held as frequently as necessary, at least once
a month, and in addition to the practical side of the work,
the construction, the manufacture, the distribution — all the
operations of the property — we have the social side, a dance
occasionally, a picnic now and then and an excursion dur-
ing the summer season — something that will maintain the
human interest, and bring together the employer and em-
ployee.

We try to have a sense of the need of the understand-
ing which Mr. Gantt has referred to. We know that em-
ployers without employees could accomplish very little.
especially in continuous service business like public utilities
when twenty-four hours a day, three hundred and sixty-five
days a year, somebody is working somewhere with us, and
we need something outside of the mere payment of wages
as compensation to the employee. I do not go so far at the
jiresent moment as to refer to service pensions or service
annuities, or jirofit sharing, or o